Exhaust emission control system of engine

ABSTRACT

An exhaust emission control system of an engine, including an NO x  catalyst disposed in an exhaust passage for storing NO x  within exhaust gas when an air-fuel ratio of the exhaust gas is lean, and reducing the stored NO x  when the air-fuel ratio is approximately stoichiometric or rich, is provided. The system includes an SCR catalyst disposed in the exhaust passage downstream of the NO x  catalyst and for purifying NO x  within exhaust gas by causing a reaction with ammonia, a controller executing a NO x  reduction controlling module for executing a control in which the air-fuel ratio is controlled to a target air-fuel ratio so that the stored NO x  is reduced, and an ammonia adsorption amount acquiring module for acquiring an ammonia adsorption amount of the SCR catalyst by detection or estimation. The NO x  reduction controlling module controls the target air-fuel ratio to be leaner as the ammonia adsorption amount increases.

BACKGROUND

The present invention relates to an exhaust emission control system of an engine, and particularly to an exhaust emission control system which is provided in an exhaust passage with an NO_(x) catalyst and an SCR (Selective Catalytic Reduction) catalyst which purify NO_(x) in exhaust gas.

Conventionally, NO_(x) storage catalysts which store (occlude) NO_(x) contained in exhaust gas when an air-fuel ratio of the exhaust gas is lean (i.e., λ>1, larger than a theoretical air-fuel ratio) are known. Such NO_(x) storage catalysts further reduce the stored NO_(x) when the air-fuel ratio is approximately equal to stoichiometric (i.e., λ≈1, approximately equal to the theoretical air-fuel ratio) or is rich (i.e., λ<1, smaller than the theoretical air-fuel ratio). Within a normal operating range of an engine, the engine is operated at the lean air-fuel ratio (λ>1) so as to reduce fuel consumption, although if this lean operation state continues for a while, the amount of stored NO_(x) in the NO_(x) catalyst reaches a limit value and the NO_(x) catalyst can no longer store NO_(x), which causes NO_(x) to be released. For this reason, the air-fuel ratio is suitably set to be stoichiometric or richer (λ≤1) in order to reduce NO_(x) stored in the NO_(x) catalyst (hereinafter, the control for reducing NO_(x) stored in the NO_(x) catalyst is referred to as “NO_(x) reduction control”). For example, JP2004-360593A discloses an art for enriching an air-fuel ratio of exhaust gas so as to reduce NO_(x) stored in an NO_(x) catalyst when the stored amount of NO_(x) is above a predetermined amount. It will be noted that “λ” is an index of the air-fuel ratio expressed with reference to the theoretical air-fuel ratio, and is a so-called air excess ratio.

Further, an exhaust emission control system has been recently developed to be equipped not only with such a NO_(x) catalyst, but also with an SCR catalyst for selectively reducing and purifying NO_(x) within exhaust gas while using ammonia (NH₃) as a reducing agent. Generally, urea water is injected into an exhaust passage upstream of the SCR catalyst and the SCR catalyst purifies NO_(x) by using ammonia generated by urea water. On the other hand, since ammonia is generated when reducing NO_(x) stored in the NO_(x) catalyst, it is also known to purify NO_(x) in the SCR catalyst by using ammonia generated in the NO_(x) catalyst. For example, JP2010-112345A discloses an exhaust emission control system for controlling an SCR catalyst to adsorb ammonia generated in an NO_(x) catalyst during an NO_(x) reduction control, and purifying NO_(x) using the adsorbed ammonia. The exhaust emission control system executes the NO_(x) reduction control only when the adsorbed amount of ammonia in the SCR catalyst is below a predetermined amount, whereas the NO_(x) reduction control is prohibited when the adsorbed amount of ammonia exceeds the predetermined amount, so as to avoid supplying more than an adsorbable amount of ammonia to the SCR catalyst and causing release (slipping out) of ammonia from the SCR catalyst.

However, with the art described in JP2010-112345A, since the NO_(x) reduction control is prohibited whenever the adsorbed amount of ammonia in the SCR catalyst is large, the frequency of executing the NO_(x) reduction control is limited, and thus the NO_(x) purification performance of the NO_(x) catalyst tends to be insufficient. Therefore, it is considered ideal when it is possible to control the release of ammonia from the SCR catalyst resulting from the NO_(x) reduction control, while appropriately ensuring the execution of the NO_(x) reduction control even when the ammonia adsorption amount in the SCR catalyst is large, without prohibiting the NO_(x) reduction control as described above.

SUMMARY

The present invention is made in view of solving the problems of the conventional arts described above, and aims to provide an exhaust emission control system of an engine, which includes an NO_(x) catalyst and an SCR catalyst, which controls the release of ammonia from the SCR catalyst resulting from the NO_(x) reduction control, while appropriately ensuring the execution of the NO_(x) reduction control even when an adsorbed amount of ammonia in the SCR catalyst is large.

According to one aspect of the present invention, an exhaust emission control system of an engine, including an NO_(x) catalyst disposed in an exhaust passage of the engine and configured to store NO_(x) within exhaust gas when an air-fuel ratio of the exhaust gas is lean, and reducing the stored NO_(x) when the air-fuel ratio is approximately stoichiometric or rich, is provided. The system includes an SCR catalyst disposed in the exhaust passage downstream of the NO_(x) catalyst and configured to purify NO_(x) within exhaust gas by causing a reaction with ammonia, and a controller. The controller is configured to execute an NO_(x) reduction controlling module for executing an NO_(x) reduction control in which the air-fuel ratio is controlled to a target air-fuel ratio so that the stored NO_(x) is reduced, the target air-fuel ratio being a ratio at which the stored NO_(x) is reducible. The NO_(x) reduction controlling module sets a first air-fuel ratio that is rich as the target air-fuel ratio until a predetermined time period passes from start of the NO_(x) reduction control, and sets a second air-fuel ratio as the target air-fuel ratio, the second air-fuel ratio being leaner than the first air-fuel ratio within a range where the stored NO_(x) is reducible, the predetermined time period being at least longer than a time period from the start of the NO_(x) reduction control until oxygen stored in the NO_(x) catalyst is consumed by the NO_(x) reduction control.

With this configuration, the predetermined time period is set at least longer than the time for oxygen stored in the NO_(x) catalyst to be consumed by the NO_(x) reduction control, and the NO_(x) reduction control is executed applying the rich first air-fuel ratio until the predetermined time period passes. Therefore, the NO_(x) reduction efficiency of the NO_(x) catalyst is improved while suitably preventing the ammonia generated in the NO_(x) catalyst by the NO_(x) reduction from being released from the SCR catalyst without being adsorbed.

Further, after the predetermined time period passes, the NO_(x) reduction control is executed applying the lean second air-fuel ratio. The execution of the NO_(x) reduction control on the NO_(x) catalyst is suitably ensured while preventing the release of ammonia from the SCR catalyst due to the NO_(x) reduction control. Therefore, even after the predetermined time period passes, NO_(x) purification performance is suitably ensured by reducing the NO_(x) stored amount in the NO_(x) catalyst.

The controller may be configured to further execute an ammonia adsorption amount acquiring module for acquiring an ammonia adsorption amount of the SCR catalyst by one of detection and estimation. The NO_(x) reduction controlling module may set the predetermined time period based on the ammonia adsorption amount acquired by the ammonia adsorption amount acquiring module.

With this configuration, the predetermined time period may be determined so as to apply the first air-fuel ratio as long as possible while taking into consideration the possibility of the SCR catalyst releasing, due to the NO_(x) reduction control, ammonia corresponding to the ammonia adsorption amount of the SCR catalyst.

The NO_(x) reduction controlling module may shorten the predetermined time period as the ammonia adsorption amount increases.

With this configuration, since the predetermined time period is shortened as the ammonia adsorption amount increases (i.e., the predetermined time period is extended as the ammonia adsorption amount decreases), the NO_(x) reduction efficiency of the NO_(x) catalyst is effectively improved. As a result, during the predetermined time period, the NO_(x) stored amount in the NO_(x) catalyst is swiftly reduced and the NO_(x) purification performance of the NO_(x) catalyst is effectively ensured.

The NO_(x) reduction controlling module may set a shortest time for the predetermined time period as the time from the start of the NO_(x) reduction control until oxygen stored in the NO_(x) catalyst is consumed by the NO_(x) reduction control, and extend the predetermined time period from the shortest time as the ammonia adsorption amount decreases.

When the NO_(x) stored amount in the NO_(x) catalyst is above a predetermined amount, the NO_(x) reduction controlling module may continuously execute the NO_(x) reduction control to control the air-fuel ratio to the target air-fuel ratio so that the NO_(x) stored amount falls below a predetermined amount by reducing the NO_(x) stored in the NO_(x) catalyst.

With this configuration, the switch of the target air-fuel ratio based on such a predetermined time period as described above is applied to the NO_(x) reduction control executed when the NO_(x) stored amount in the NO_(x) catalyst is above the predetermined amount. Thus, the NO_(x) stored amount in the NO_(x) catalyst is efficiently reduced to fall below the predetermined amount.

The NO_(x) reduction controlling module may execute, as the NO_(x) reduction control, (1) a first NO_(x) reduction control in which the air-fuel ratio is controlled to the target air-fuel ratio when the air-fuel ratio becomes rich due to acceleration of a vehicle, and (2) a second NO_(x) reduction control in which the air-fuel ratio is controlled to the target air-fuel ratio so that the NO_(x) stored amount in the NO_(x) catalyst falls below a predetermined amount by reducing the NO_(x) stored in the NO_(x) catalyst when the NO_(x) stored amount in the NO_(x) catalyst is above a predetermined amount regardless of whether or not the air-fuel ratio becomes rich due to acceleration of the vehicle. The NO_(x) reduction controlling module may extend the predetermined time period to be longer in the first NO_(x) reduction control than in the second NO_(x) reduction control.

With this configuration, the NO_(x) reduction efficiency of the NO_(x) catalyst in the first NO_(x) reduction control which tends to be executed more frequently than the second NO_(x) reduction control is improved to efficiently reduce the NO_(x) stored amount in the NO_(x) catalyst.

The NO_(x) reduction controlling module may execute, as the NO_(x) reduction control, (1) a first NO_(x) reduction control in which the air-fuel ratio is controlled to the target air-fuel ratio when the air-fuel ratio becomes rich due to acceleration of a vehicle, and (2) a second NO_(x) reduction control in which the air-fuel ratio is controlled to the target air-fuel ratio so that the NO_(x) stored amount in the NO_(x) catalyst falls below a predetermined amount by reducing the NO_(x) stored in the NO_(x) catalyst when the NO_(x) stored amount in the NO_(x) catalyst is above a predetermined amount regardless of whether or not the air-fuel ratio becomes rich due to acceleration of the vehicle. Only when the second NO_(x) reduction control is executed, the NO_(x) reduction controlling module may set the first air-fuel ratio as the target air-fuel ratio for the predetermined time period from the start of the second NO_(x) reduction control, and then sets the second air-fuel ratio as the target air-fuel ratio after the predetermined time period has passed.

With this configuration, the switch of the target air-fuel ratio based on such a predetermined time as described above is applied only to the second NO_(x) reduction control executed when the NO_(x) stored amount in the NO_(x) catalyst is above the predetermined amount. Thus, the NO_(x) stored amount in the NO_(x) catalyst is efficiently reduced to fall below the predetermined amount.

When the first NO_(x) reduction control is executed, the NO_(x) reduction controlling module may continuously control the air-fuel ratio to the target air-fuel ratio according to the ammonia adsorption amount of the SCR catalyst, the target air-fuel ratio being set leaner within a range where the stored NO_(x) is reducible, as the ammonia adsorption amount increases.

With this configuration, when the first NO_(x) reduction control is executed, the target air-fuel ratio is continuously controlled to be rich when the ammonia adsorption amount of the SCR catalyst is small. Therefore, the NO_(x) reduction efficiency of the first NO_(x) reduction control is improved, the NO_(x) stored amount in the NO_(x) catalyst is swiftly reduced, and the NO_(x) purification performance of the NO_(x) catalyst is effectively ensured. On the other hand, when the ammonia adsorption amount of the SCR catalyst is large, the target air-fuel ratio is continuously controlled to be lean. Therefore, the execution of the first NO_(x) reduction control is suitably ensured while preventing the release of ammonia from the SCR catalyst due to the NO_(x) reduction.

According to another aspect of the present invention, an exhaust emission control system of an engine, including an NO_(x) catalyst disposed in an exhaust passage of the engine and configured to store NO_(x) within exhaust gas when an air-fuel ratio of the exhaust gas is lean, and reducing the stored NO_(x) when the air-fuel ratio is approximately stoichiometric or rich, is provided. The system includes an SCR catalyst disposed in the exhaust passage downstream of the NO_(x) catalyst and configured to purify NO_(x) within exhaust gas by causing a reaction with ammonia, and a controller. The controller is configured to execute an NO_(x) reduction controlling module for executing an NO_(x) reduction control in which the air-fuel ratio is controlled to a target air-fuel ratio so that the stored NO_(x) is reduced, the target air-fuel ratio being a ratio at which the stored NO_(x) is reducible. The controller is further configured to execute an ammonia adsorption amount acquiring module for acquiring an ammonia adsorption amount of the SCR catalyst by one of detection and estimation. The NO_(x) reduction controlling module controls the target air-fuel ratio to be leaner as the ammonia adsorption amount increases.

With this configuration, the target air-fuel ratio applied in the NO_(x) reduction control is set leaner as the ammonia adsorption amount in the SCR catalyst increases. Thus, the NO_(x) reduction control of the NO_(x) catalyst is suitably ensured while preventing the ammonia generated in the NO_(x) catalyst by the NO_(x) reduction control from being released without being sufficiently adsorbed by the SCR catalyst. Therefore, even when the ammonia adsorption amount of the SCR catalyst is large, the amount of stored NO_(x) in the NO_(x) catalyst is reduced to suitably ensure the NO_(x) purification performance of the NO_(x) catalyst. On the other hand, when the ammonia adsorption amount of the SCR catalyst is small, the rich target air-fuel ratio is applied to the NO_(x) reduction control so as to improve the NO_(x) reduction efficiency of the NO_(x) catalyst in the NO_(x) reduction control. As a result, the amount of stored NO_(x) in the NO_(x) catalyst is swiftly reduced to effectively ensure the NO_(x) purification performance of the NO_(x) catalyst.

When the amount of stored NO_(x) in the NO_(x) catalyst is above a predetermined amount, the NO_(x) reduction controlling module may execute the NO_(x) reduction control to continuously control the air-fuel ratio to the target air-fuel ratio so that the amount of stored NO_(x) falls below the predetermined amount by reducing the NO_(x) stored in the NO_(x) catalyst.

With this configuration, the NO_(x) reduction control is executed when the amount of stored NO_(x) in the NO_(x) catalyst is above the predetermined amount, and this execution is ensured regardless of the ammonia adsorption amount of the SCR catalyst. Therefore, the amount of stored NO_(x) in the NO_(x) catalyst is suitably reduced to fall below the predetermined amount.

The NO_(x) reduction controlling module may execute the NO_(x) reduction control to temporarily control the air-fuel ratio to the target air-fuel ratio when the air-fuel ratio becomes rich due to acceleration of a vehicle.

With this configuration, the NO_(x) reduction control is executed when the air-fuel ratio becomes rich due to acceleration of the vehicle, and this execution is ensured regardless of the ammonia adsorption amount of the SCR catalyst. Therefore, the amount of stored NO_(x) in the NO_(x) catalyst is efficiently reduced while preventing a fuel consumption increase.

The NO_(x) reduction controlling module may execute, as the NO_(x) reduction control, (1) a first NO_(x) reduction control in which the air-fuel ratio is temporarily controlled to the target air-fuel ratio when the air-fuel ratio becomes rich due to acceleration of a vehicle, and (2) a second NO_(x) reduction control in which the air-fuel ratio is continuously controlled to the target air-fuel ratio so that the amount of stored NO_(x) falls below a predetermined amount by reducing the NO_(x) stored in the NO_(x) catalyst when the amount of stored NO_(x) in the NO_(x) catalyst is above a predetermined amount regardless of whether or not the air-fuel ratio becomes rich due to acceleration of the vehicle. The NO_(x) reduction controlling module may execute the first NO_(x) reduction control so as to control the target air-fuel ratio to be richer in the first NO_(x) reduction control than in the second NO_(x) reduction control for the same ammonia adsorption amount.

With this configuration, since the target air-fuel ratio in the first NO_(x) reduction control is set to be richer than in the second NO_(x) reduction control when the ammonia adsorption amount is the same, the NO_(x) reduction efficiency of the NO_(x) catalyst in the first NO_(x) reduction control is suitably improved.

The NO_(x) reduction controlling module may control the target air-fuel ratio to be leaner as the ammonia adsorption amount increases.

With this configuration, the release of the ammonia from the SCR catalyst caused by the NO_(x) reduction control is effectively prevented.

The NO_(x) reduction controlling module may control the target air-fuel ratio to be substantially fixed when the ammonia adsorption amount is above a predetermined adsorption amount.

With this configuration, a substantially fixed target air-fuel ratio is applied over a relatively wide range where the ammonia adsorption amount of the SCR catalyst is large. Therefore, the release of ammonia from the SCR catalyst caused by the NO_(x) reduction control is reliably prevented regardless of the ammonia adsorption performance of the SCR catalyst which changes in various situations.

The NO_(x) reduction controlling module may control the target air-fuel ratio to be leaner as the temperature of the SCR catalyst increases at the same ammonia adsorption amount.

With this configuration, by setting the lean target air-fuel ratio when the temperature of the SCR catalyst is high, the release of ammonia from the SCR catalyst caused by the NO_(x) reduction control is reliably prevented, although usually the ammonia adsorption performance of the SCR catalyst degrades and it becomes easy for ammonia to be released from the SCR catalyst. On the other hand, by setting the rich target air-fuel ratio when the temperature of the SCR catalyst is low, since it becomes hard for ammonia to be released from the SCR catalyst, the NO_(x) reduction efficiency of the NO_(x) catalyst is suitably improved.

The system may further include a urea injector disposed in the exhaust passage upstream of the SCR catalyst and configured to inject urea into the exhaust passage. The SCR catalyst may purify NO_(x) by using ammonia generated from urea injected by the urea injector. The ammonia adsorption amount acquiring module may estimate the ammonia adsorption amount based on an amount of ammonia supplied to the SCR catalyst by the urea injection by the urea injector, an amount of ammonia generated in the NO_(x) catalyst by the NO_(x) reduction control, and an amount of ammonia consumed by the SCR catalyst to purify NO_(x).

With this configuration, the ammonia adsorption amount of the SCR catalyst is estimated accurately.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a view illustrating a schematic configuration of an engine system to which an exhaust emission control system of an engine according to one embodiment of the present invention is applied.

FIG. 2 is a block diagram illustrating an electrical configuration of the exhaust emission control system of the engine of the embodiment.

FIG. 3 is a flowchart illustrating a fuel injection control of the embodiment.

FIG. 4 is a chart illustrating operating ranges of the engine within which a passive DeNO_(x) control and an active DeNO_(x) control are executed, respectively, in the embodiment.

FIG. 5 is a flowchart illustrating a DeNO_(x) post injection amount calculation of the embodiment.

FIG. 6 is a chart illustrating a setting method of a target air-fuel ratio of the embodiment.

FIG. 7 is a flowchart illustrating setting of an active DeNO_(x) control execution flag of the embodiment.

FIG. 8 is a flowchart illustrating setting of a passive DeNO_(x) control execution flag of the embodiment.

FIG. 9 is a flowchart illustrating the active DeNO_(x) control of the embodiment.

FIG. 10 is a flowchart illustrating the passive DeNO_(x) control of the embodiment.

FIG. 11 is a block diagram illustrating a method of estimating an ammonia adsorption amount of the embodiment.

FIG. 12 is a flowchart illustrating a method of calculating the DeNO_(x) post injection amount according to an alternative embodiment.

FIG. 13 is a chart illustrating a setting method for setting rich-permitted times according to the alternative embodiment.

FIG. 14 is a chart illustrating a setting method for setting target air-fuel ratios according to a modification of the alternative embodiment.

DETAILED DESCRIPTION OF EMBODIMENT

Hereinafter, an exhaust emission control system of an engine according to one embodiment of the present invention is described with reference to the accompanying drawings.

<System Configuration>

First, an engine system to which the exhaust emission control system of the engine of this embodiment is applied is described with reference to a schematic configuration view of the engine system in FIG. 1.

As illustrated in FIG. 1, the engine system 200 mainly includes a diesel engine as an engine E, an intake system IN for supplying intake air into the engine E, a fuel supply system FS for supplying fuel into the engine E, an exhaust system EX for discharging exhaust gas from the engine E, sensors 100 to 103, 105, 106 and 108 to 119 for detecting various states relating to the engine system 200, a PCM (Power-train Control Module) 60 for controlling the engine system 200, and a DCU (Dosing Control Unit) 70 for executing a control relating to an SCR (Selective Catalytic Reduction) catalyst 47.

First, the intake system IN includes an intake passage 1 through which intake air passes. In the intake passage 1, an air cleaner 3 for purifying air introduced from outside, a compressor of a turbocharger 5 for compressing intake air passing therethrough to increase pressure of the intake air, an intercooler 8 for cooling the intake air with outdoor air or cooling water, an intake shutter valve 7 (corresponding to a throttle valve) for adjusting a flow rate of intake air passing therethrough, and a surge tank 12 for temporarily storing intake air to be supplied into the engine E are provided in this order from the upstream side.

Further in the intake system IN, an airflow sensor 101 for detecting an intake air amount and a temperature sensor 102 for detecting an intake air temperature are disposed in the intake passage 1 immediately downstream of the air cleaner 3. A pressure sensor 103 for detecting pressure of the intake air is provided to the turbocharger 5. A temperature sensor 106 for detecting an intake air temperature is disposed in the intake passage 1 immediately downstream of the intercooler 8. A position sensor 105 for detecting an opening of the intake shutter valve 7 is provided to the intake shutter valve 7. A pressure sensor 108 for detecting pressure of intake air in an intake manifold is provided to the surge tank 12. The various sensors 101 to 103, 105, 106 and 108 provided in the intake system IN output detection signals S101 to S103, S105, S106 and S108 corresponding to the detected parameters to the PCM 60, respectively.

Next, the engine E includes an intake valve 15 for introducing the intake air supplied from the intake passage 1 (more specifically, intake manifold) into a combustion chamber 17, a fuel injector 20 for injecting fuel to the combustion chamber 17, a glow plug 21 provided with a heat generating part 21 a for generating heat when energized, a piston 23 for reciprocating due to combustion of air-fuel mixture within the combustion chamber 17, a crankshaft 25 for rotating due to the reciprocation of the piston 23, and an exhaust valve 27 for discharging the exhaust gas generated by the combustion of the air-fuel mixture within the combustion chamber 17 to an exhaust passage 41. The engine E is also provided with a crank angle sensor 100 for detecting a crank angle which is a rotational angle of the crankshaft 25 measured, for example, with reference to a top dead center. The crank angle sensor 100 outputs a detection signal S100 corresponding to the detected crank angle to the PCM 60 which acquires an engine speed based on the detection signal S100.

The fuel supply system FS has a fuel tank 30 for storing the fuel and a fuel supply passage 38 for supplying the fuel from the fuel tank 30 to the fuel injector 20. In the fuel supply passage 38, a low-pressure fuel pump 31, a high-pressure fuel pump 33, and a common rail 35 are disposed in this order from the upstream side.

Next, the exhaust system EX includes the exhaust passage 41 through which the exhaust gas passes. In the exhaust passage 41, a turbine of the turbocharger 5 which is rotated by the exhaust gas passing therethrough and drives the compressor by this rotation is disposed. Further the following components are disposed in the exhaust passage 41 on the downstream side of the turbine in the following order from the upstream: an NO_(x) catalyst 45 for purifying NO_(x) within the exhaust gas; a diesel particulate filter (DPF) 46 for capturing particulate matter (PM) within the exhaust gas; a urea injector 51 for injecting urea (typically, urea water) into the exhaust passage 41 downstream of the DPF 46; the SCR catalyst 47 for producing ammonia by hydrolysis of urea injected by the urea injector 51 and purifying NO_(x) by causing a reaction (reduction) of this ammonia with NO_(x) within the exhaust gas; and a slip catalyst 48 for oxidizing ammonia released from the SCR catalyst 47 to purify it. It will be noted that the urea injector 51 is controlled to inject urea into the exhaust passage 41 based on a control signal S51 supplied from the DCU 70.

Here, the NO_(x) catalyst 45 and the SCR catalyst 47 are described more in detail. The NO_(x) catalyst 45 is an NO_(x) storage catalyst (NSC) which stores NO_(x) contained within the exhaust gas when an air-fuel ratio of the exhaust gas is lean (i.e., λ>1, larger than a theoretical air-fuel ratio), and reduces the stored NO_(x) when the air-fuel ratio is approximately equal to stoichiometric (i.e., λ≈1, approximately equal to the theoretical air-fuel ratio) or is rich (i.e., λ<1, smaller than the theoretical air-fuel ratio). The NO_(x) catalyst 45 generates ammonia when reducing the stored NOR, and releases it. For example, in the NO_(x) reduction control, ammonia (NH₃) is generated by combining “N” within NO_(x) stored in the NO_(x) catalyst 45 and “H” within “HC,” such as unburned fuel supplied to the NO_(x) catalyst 45 as a reducing agent.

The NO_(x) catalyst 45 functions, not only as the NSC, but also as a diesel oxidation catalyst (DOC) which oxidizes hydrocarbon (HC), carbon monoxide (CO), etc. using oxygen within the exhaust gas to convert them into water and carbon dioxide. For example, the NOR catalyst 45 is made by coating a surface of a catalyst material layer of the DOC with a catalyst material of NSC.

On the other hand, the SCR catalyst 47 adsorbs ammonia generated by urea injected from the urea injector 51 and ammonia generated by the NO_(x) reduction in the NO_(x) catalyst 45, and causes reaction of the adsorbed ammonia with NO_(x) to reduce and purify NOR. For example, the SCR catalyst 47 is made by supporting catalyst metal which reduces NO_(x) with ammonia on a zeolite which traps ammonia to form a catalyst component, and supporting this catalyst component on a cell wall of a honeycomb carrier. Fe, Ti, Ce, W etc. is used as the catalyst metal for NO_(x) reduction.

It will be noted that, in view of both ensuring NO_(x) purification performance by the SCR catalyst 47 and preventing the release (slip) of ammonia from the SCR catalyst 47, the DCU 70 controls the urea injector 51 to inject urea so that a suitable amount of ammonia is adsorbed to the SCR catalyst 47. In this case, since the ammonia adsorption performance changes according to the temperature of the SCR catalyst 47 (specifically, it becomes easier for ammonia to be released from the SCR catalyst 47 as the temperature of the SCR catalyst 47 increases), the DCU 70 controls the urea injector 51 to inject urea in consideration of the temperature of the SCR catalyst 47.

Further in the exhaust system EX, as illustrated in FIG. 1, a pressure sensor 109 for detecting pressure of the exhaust gas and a temperature sensor 110 for detecting an exhaust gas temperature are disposed in the exhaust passage 41 upstream of the turbine of the turbocharger 5. An O2 sensor 111 for detecting an oxygen concentration within the exhaust gas is disposed in the exhaust passage 41 immediately downstream of the turbine of the turbocharger 5. Moreover, the exhaust system EX includes a temperature sensor 112 for detecting an exhaust gas temperature at a position immediately upstream of the NO_(x) catalyst 45, a temperature sensor 113 for detecting an exhaust gas temperature at a position between the NO_(x) catalyst 45 and the DPF 46, a pressure difference sensor 114 for detecting a pressure difference of exhaust gas between positions immediately upstream and downstream of the DPF 46, a temperature sensor 115 for detecting an exhaust gas temperature at a position immediately downstream of the DPF 46, an NO_(x) sensor 116 for detecting a concentration of NO_(x) within the exhaust gas at a position immediately downstream of the DPF 46, a temperature sensor 117 for detecting an exhaust gas temperature at a position immediately upstream of the SCR catalyst 47, an NO_(x) sensor 118 for detecting a concentration of NO_(x) within the exhaust gas at a position immediately downstream of the SCR catalyst 47, and a PM sensor 119 for detecting PM within the exhaust gas at a position immediately upstream of the slip catalyst 48. The various sensors 109 to 119 provided in the exhaust system EX output detection signals S109 to S119 corresponding to the detected parameters to the PCM 60, respectively.

In this embodiment, the turbocharger 5 is configured as a two-stage turbocharging system capable of efficiently obtaining a high turbocharging performance in all low to high engine speed ranges. The exhaust energy is low within the low engine speed range. That is, the turbocharger 5 includes a large turbocharger 5 a for turbocharging a large amount of air within a high engine speed range, a small turbocharger 5 b capable of performing efficient turbocharging even with low exhaust energy, a compressor bypass valve 5 c for controlling the flow of intake air to a compressor of the small turbocharger 5 b, a regulator valve 5 d for controlling the flow of exhaust gas to a turbine of the small turbocharger 5 b, and a wastegate valve 5 e for controlling the flow of exhaust gas to a turbine of the large turbocharger 5 a. By driving each valve in accordance with the operating state of the engine E (engine speed and load), the operated turbocharger is switched between the large turbocharger 5 a and the small turbocharger 5 b.

The engine system 200 of this embodiment also includes an EGR device 43. The EGR device 43 includes an EGR passage 43 a connecting a position of the exhaust passage 41 upstream of the turbine of the turbocharger 5 with a position of the intake passage 1 downstream of the compressor of the turbocharger 5 (more specifically, downstream of the intercooler 8), an EGR cooler 43 b for cooling the exhaust gas passing through the EGR passage 43 a, a first EGR valve 43 c for adjusting a flow rate of the exhaust gas passing through the EGR passage 43 a, an EGR cooler bypass passage 43 d for causing the exhaust gas to bypass the EGR cooler 43 b, and a second EGR valve 43 e for adjusting a flow rate of the exhaust gas passing through the EGR cooler bypass passage 43 d.

Next, an electrical configuration of the exhaust emission control system of the engine of the embodiment is described with reference to FIG. 2.

Based on the detection signals S100 to S103, S105, S106, S108 to S119 of the various sensors 100 to 103, 105, 106 and 108 to 119 described above, and detection signals S150 and S151 outputted by an accelerator opening sensor 150 for detecting a position of an accelerator pedal (accelerator opening) and a vehicle speed sensor 151 for detecting a vehicle speed, respectively, the PCM 60 of this embodiment outputs a control signal S20 for mainly controlling the fuel injector 20, and a control signal S7 for controlling the intake shutter valve 7.

Particularly in this embodiment, the PCM 60 executes an NO_(x) reduction control in which the fuel injector 20 is controlled to perform a post injection to control the air-fuel ratio of the exhaust gas to a target air-fuel ratio (specifically, a given air-fuel ratio approximately equal to or smaller than a theoretical air-fuel ratio), so that the NO_(x) catalyst 45 is controlled to reduce NO_(x) stored therein. In other words, the PCM 60 performs the post injection after a main injection. In the main injection, the fuel is injected into the cylinder (in the main injection, typically various settings including a fuel injection amount are executed so as to obtain a lean air-fuel ratio) so as to output an engine torque according to an accelerator operation by a vehicle operator. In the post injection, the fuel is injected at a timing so that the engine torque output is not influenced (e.g., expansion stroke) so as to achieve λ≈1 or λ<1 and reduce NO_(x) stored in the NO_(x) catalyst 45. Hereinafter, such a control for reducing NO_(x) stored in the NO_(x) catalyst 45 is referred to as “DeNO_(x) control.” It will be noted that “De” in the word “DeNO_(x)” means a prefix meaning separation or removal.

Although is described later in detail, the PCM 60 functions as “ammonia adsorption amount acquiring module” and “NO_(x) reduction controlling module.”

It will be noted that the PCM 60 is comprised of a processor 60A (i.e., a CPU (central processing unit)), various programs which are interpreted and executed by the processor 60A (including a basic control program, such as OS, and an application program activated on the OS and realizing a specific function), and an internal memory such as ROM(s) and/or RAM(s), for storing programs and various data. The processor is configured to execute at least a NO_(x) reduction controlling module 60B for executing an NO_(x) reduction control in which the air-fuel ratio is controlled to a target air-fuel ratio so that the stored NO_(x) is reduced, and an ammonium adsorption amount acquiring module 60C for acquiring an ammonia adsorption amount of the SCR catalyst by one of detection and estimation. These modules are stored in the internal memory as one or more software programs.

<Fuel Injection Control>

Next, a fuel injection control of this embodiment is described with reference to the flowchart (fuel injection control flow) of FIG. 3. This fuel injection control flow is started when an ignition of the vehicle is turned on and the PCM 60 is powered on, and repeatedly executed at a given cycle.

First, at S101, the PCM 60 acquires an operating state of the vehicle. For example, the PCM 60 acquires at least the accelerator opening detected by the accelerator opening sensor 150, the vehicle speed detected by the vehicle speed sensor 151, the crank angle detected by the crank angle sensor 100, and a gear range currently set in a transmission of the vehicle.

Next, at S102, the PCM 60 sets a target acceleration based on the acquired operating state of the vehicle at S101. For example, the PCM 60 selects, from a plurality of acceleration characteristic maps (created in advance and stored in the memory) defined for various vehicle speeds and various gear ranges, an acceleration characteristic map corresponding to the current vehicle speed and gear range, and determines the target acceleration corresponding to the current accelerator opening by referring to the selected acceleration characteristic map.

Next, at S103, the PCM 60 determines a target torque of the engine E to achieve the target acceleration determined at S102. In this case, the PCM 60 determines the target torque within a range of torque which the engine E is able to output, based on the current vehicle speed, the gear range, a current road surface inclination, a road surface μ, etc.

Next, at S104, the PCM 60 calculates the fuel injection amount to be injected from the fuel injector 20 based on the target torque and the engine speed, so as to output the target torque from the engine E determined at S103. This fuel injection amount is applied in the main injection (main injection amount).

On the other hand, in parallel with the processings at S102 to S104, the PCM 60 sets a fuel injection pattern according to the operating state of the engine Eat S105. For example, when executing the above DeNO_(x) control, the PCM 60 sets a fuel injection pattern in which at least the post injection is performed in addition to the main injection. In this case, the PCM 60 also determines the fuel injection amount applied in the post injection (post injection amount) and the timing to perform the post injection (post injection timing etc.), of which details are described later.

Then, the flow proceeds to S106 where the PCM 60 controls the fuel injector 20 based on the main injection amount calculated at S104 and the fuel injection pattern set at S105 (including the post injection amount and the post injection timing in the case where the post injection is performed). In other words, the PCM 60 controls the fuel injector 20 so that a desired amount of fuel is injected in a desired fuel injection pattern.

<DeNO_(x) Control>

Hereinafter, the DeNO_(x) control of this embodiment is described in detail.

First, a basic concept of the DeNO_(x) control of this embodiment is described. In this embodiment, when the amount of stored NO_(x) in the NO_(x) catalyst 45 is above a predetermined amount, typically when the amount of stored NO_(x) is approximately equal to a limit value (e.g., the capacity of the NO_(x) catalyst 45), the PCM 60 executes a DeNO_(x) control in which the fuel injector 20 is controlled to perform the post injection so that the air-fuel ratio is continuously controlled to the target air-fuel ratio, in order to reduce NO_(x) stored in the NO_(x) catalyst 45 to approximate zero (may suitably be referred to as “active DeNO_(x) control”). In this manner, a large amount of NO_(x) stored in the NO_(x) catalyst 45 is forcibly reduced and the NO_(x) purification performance of the NO_(x) catalyst 45 is reliably ensured.

Even when the amount of stored NO_(x) in the NO_(x) catalyst 45 is below the predetermined amount, when the air-fuel ratio becomes rich due to acceleration of the vehicle, the PCM 60 executes a DeNO_(x) control in which the fuel injector 20 is controlled to perform the post injection so as to temporarily control the air-fuel ratio to the target air-fuel ratio, in order to reduce NO_(x) stored in the NO_(x) catalyst 45 (may suitably be referred to as “passive DeNO_(x) control”). In the passive DeNO_(x) control, the post injection is performed to control the air-fuel ratio to approximately equal to or smaller than the theoretical air-fuel ratio under a situation where the air-fuel ratio decreases due to the increase of the main injection amount, such as during acceleration of the vehicle. Therefore, the post injection amount for controlling the air-fuel ratio to the target air-fuel ratio is smaller compared to when the DeNO_(x) control is executed in a situation where the air-fuel ratio does not decrease (i.e., no acceleration). Moreover, since the passive DeNO_(x) control is executed accompanying the acceleration of the vehicle, the frequency of executing this control is relatively high.

In this embodiment, by applying such a passive DeNO_(x) control, DeNO_(x) is performed frequently while preventing a fuel consumption increase due to DeNO_(x). Although the passive DeNO_(x) control is executed only for a relatively short period of time, since it is executed frequently, the amount of stored NO_(x) in the NO_(x) catalyst 45 is efficiently reduced. As a result, the amount of stored NO_(x) in the NO_(x) catalyst 45 does not easily exceed the predetermined amount, therefore the execution frequency of the active DeNO_(x) control, which requires a larger amount of post injection amount than in the passive DeNO_(x) control, is lowered. Thus, it becomes possible to effectively prevent fuel consumption increases due to DeNO_(x).

Further in this embodiment, when executing the above active DeNO_(x) control, the fuel injected in the post injection (hereinafter, referred to as “post-injected fuel”) is combusted inside the cylinder of the engine E to control the air-fuel ratio to the target air-fuel ratio. Here, the PCM 60 performs the post injection at a timing so that the post-injected fuel is combusted inside the cylinder. For example, the PCM 60 sets a given timing in an early half of the expansion stroke of the engine E as the post injection timing of the active DeNO_(x) control. By applying such a post injection timing to the active DeNO_(x) control, it is possible to prevent discharge of the post-injected fuel as unburned fuel (i.e., HC) or oil dilution due to the post-injected fuel.

On the other hand, in this embodiment, when executing the passive DeNO_(x) control, the PCM 60 controls the air-fuel ratio to the target air-fuel ratio by discharging the post-injected fuel as unburned fuel into the exhaust passage 41 without combusting it inside the cylinder of the engine E. In this case, the PCM 60 performs the post injection at a timing so that the post-injected fuel is discharged from the cylinder to the exhaust passage 41 as unburned fuel. For example, the PCM 60 sets a given timing in a latter half of the expansion stroke of the engine E as the post injection timing of the passive DeNO_(x) control. By applying such a post injection timing to the passive DeNO_(x) control, generation of smoke (soot) due to the post-injected fuel is combusted inside the cylinder is prevented.

Here, operating ranges of the engine E within which the passive DeNO_(x) control and the active DeNO_(x) control are executed in this embodiment are described with reference to FIG. 4 in which the horizontal axis shows engine speed and the vertical axis shows engine load. Further in FIG. 4, the curve L1 indicates a highest torque line of the engine E.

As illustrated in FIG. 4, in this embodiment, the PCM 60 executes the active DeNO_(x) control when the engine load is within a medium load range equal to and higher than a first load Lol but lower than a second load Lo2 (>first load Lo1) and the engine speed is within a medium speed range equal to and higher than a first speed N1 but lower than a second speed N2 (>first speed N1), i.e., the engine load and the engine speed are within an operating range indicated by R12 (hereinafter, referred to as “active DeNO_(x) execution range R12”). The active DeNO_(x) execution range R12 is adopted because of the following reason.

As described above, when the active DeNO_(x) control is executed, in view of preventing HC generation caused by the post-injected fuel being discharged as it is, the oil dilution by the post-injected fuel, etc., the post injection is performed at the timing so that the fuel is combusted inside the cylinder. In this case, in this embodiment, when the post-injected fuel is combusted, the generation of smoke and also HC (i.e., discharge of unburned fuel due to incomplete combustion) is prevented. For example, the time for the post-injected fuel to combust is extended as long as possible, i.e., ignition is caused in a state where air and fuel are suitably mixed, so that the generation of smoke and HC is prevented. Therefore, in the active DeNO_(x) control, a suitable amount of EGR gas is introduced to effectively delay the ignition of the post-injected fuel.

It will be noted that the reason for preventing the HC generation during the active DeNO_(x) control is to prevent a scenario where, in the case where the EGR gas is introduced as described above, HC also recirculates to the intake system IN as EGR gas and this HC serves as a binder to combine with soot and clog the gas passage. In addition, when the active DeNO_(x) control is executed within an operating range within which the temperature of the NO_(x) catalyst 45 is low and HC purification performance (purification performance of HC due to DOC in the NO_(x) catalyst 45) is not ensured, the HC generation reduction is performed to prevent the HC from being discharged without being purified. The active DeNO_(x) execution range R12 also includes a range where the temperature of the NO_(x) catalyst 45 is relatively low and thus cannot ensure such HC purification performance.

The reason for preventing smoke generation in the active DeNO_(x) control is to prevent a scenario where DPF regeneration for combusting and removing PM corresponding to smoke being captured by the DPF 46 (a control of performing post injection similar to the DeNO_(x) control) is performed frequently and fuel consumption increases.

Incidentally, when the engine load becomes high, since the air introduced into the engine E is reduced to achieve the target air-fuel ratio, the amount of oxygen required for suitable combustion of the post-injected fuel becomes insufficient and smoke and HC tend to be generated. Especially, as the engine load increases, the in-cylinder temperature rises and the post-injected fuel is ignited without sufficient time from the post injection of the fuel, i.e., combustion occurs before air and fuel are properly mixed, which causes the generation of smoke and HC. On the other hand, within an operating range where the engine load is considerably low, the temperature of the NO_(x) catalyst 45 is low and the NO_(x) catalyst 45 does not perform the NO_(x) reducing function sufficiently. In addition, within this range, the post-injected fuel does not suitably combust, i.e., a misfire occurs.

Although in the above description the phenomenon related to the engine load is described, the same phenomenon occurs with the engine speed.

Thus, in this embodiment, the operating range of the engine E corresponding to the medium load range and the medium speed range is adopted as the active DeNO_(x) execution range R12 where the active DeNO_(x) control is executed. In other words, in this embodiment, the active DeNO_(x) control is executed only within the active DeNO_(x) execution range R12 and is prohibited outside the active DeNO_(x) execution range R12. Within the operating range where the active DeNO_(x) control is prohibited, especially where the engine load or the engine speed is higher than within the active DeNO_(x) execution range R12 (the range assigned with the reference character “R13”), since the NO_(x) purification performance of the SCR catalyst 47 is sufficient, the SCR catalyst 47 purifies NOR, and the discharge of NO_(x) from the vehicle is prevented without executing the DeNO_(x) control.

Further in this embodiment, within a range where the engine load is higher than the range R13 where the SCR catalyst 47 purifies NO_(x) (the range assigned with the reference character “R11,” hereinafter referred to as “passive DeNO_(x) execution range R11”), since the amount of exhaust gas increases and the SCR catalyst 47 cannot purify all NO_(x), the passive DeNO_(x) control is executed. In this passive DeNO_(x) control, as described above, the post injection is performed at the timing so that the post-injected fuel is discharged from the cylinder to the exhaust passage 41 as unburned fuel. Within the passive DeNO_(x) execution range R11, since the temperature of the NO_(x) catalyst 45 is sufficiently high and suitable purification performance of HC (HC purification performance of the DOC in the NO_(x) catalyst 45) is ensured, the NO_(x) catalyst 45 properly purifies the unburned fuel discharged as described above.

It will be noted that, if the post-injected fuel is combusted inside the cylinder in the passive DeNO_(x) control as in the active DeNO_(x) control, smoke is generated. The reason for this is similar to the reason for prohibiting execution of the active DeNO_(x) control when the engine load becomes high. Therefore, in the passive DeNO_(x) control, the post-injected fuel is discharged from the cylinder to the exhaust passage 41 as unburned fuel.

Here, a specific example of the active DeNO_(x) control when the operating state of the engine changes as indicated by the arrow A11 in FIG. 4 is described. First, when the operating state of the engine enters the active DeNO_(x) execution range R12 (see the area indicated by the reference character “A12”), the PCM 60 executes the active DeNO_(x) control. Then, when the operating state of the engine reaches outside the active DeNO_(x) execution range R12 (see the area indicated by the reference character “A13”), the PCM 60 suspends the active DeNO_(x) control, and the SCR catalyst 47 purifies NOR. When the operating state of the engine re-enters the active DeNO_(x) execution range R12 (see the area indicated by the reference character “A14”), the PCM 60 resumes the active DeNO_(x) control. In this manner, the active DeNO_(x) control is carried on until NO_(x) stored in the NO_(x) catalyst 45 drops almost down to zero.

Next, the temperature ranges within which the passive DeNO_(x) control and the active DeNO_(x) control are executed, respectively, in this embodiment are described. Typically, the NO_(x) catalyst 45 exerts the NO_(x) purification performance within a relatively low temperature range, and the SCR catalyst 47 exerts the NO_(x) purification performance within a relatively high temperature range, e.g., higher than the range where the NO_(x) catalyst 45 exerts the NO_(x) purification performance. In this embodiment, a temperature in close proximity to a lowest value within the temperature range, where the NO_(x) purification rate higher than a given value is attainable by the SCR catalyst 47, is used as the determination temperature (hereinafter, referred to as “SCR determination temperature”). The passive DeNO_(x) control or the active DeNO_(x) control is executed only when the temperature of the SCR catalyst 47 (hereinafter, referred to as “SCR temperature”) is below the SCR determination temperature. If the SCR temperature is above the SCR determination temperature, executions of the passive DeNO_(x) control and the active DeNO_(x) control are prohibited. The reason for the prohibition is that since the SCR catalyst 47 suitably purifies NO_(x) within the exhaust gas when the SCR temperature is above the SCR determination temperature, the DeNO_(x) control is not particularly needed to ensure the NO_(x) purification performance of the NO_(x) catalyst 45. Therefore, in this embodiment, when the SCR temperature is above the SCR determination temperature, execution of the DeNO_(x) control is prohibited to prevent a fuel consumption increase.

Next, a method of calculating the post injection amount applied in the DeNO_(x) control (hereinafter, referred to as “DeNO_(x) post injection amount”) in this embodiment is described with reference to the flowchart (hereinafter, referred to as “DeNO_(x) post injection amount calculation flow”) of FIG. 5. The PCM 60 repeatedly executes the DeNO_(x) post injection amount calculation flow at a given cycle in parallel with the fuel injection control flow illustrated in FIG. 3. In other words, the DeNO_(x) post injection amount is calculated as needed during the fuel injection control.

First, at S111, the PCM 60 acquires the operating state of the engine E. For example, the PCM 60 at least acquires the intake air amount (fresh air amount) detected by the airflow sensor 101, the oxygen concentration within the exhaust gas detected by the O2 sensor 111, and the main injection amount calculated at S104 of FIG. 3. The PCM 60 also acquires an exhaust gas amount (EGR gas amount) recirculated to the intake system IN by the EGR device 43, which is obtained based on a given model, and also an ammonia adsorption amount which is an amount of ammonia adsorbed by the SCR catalyst 47. Here, the PCM 60 acquires an estimated ammonia adsorption amount. The method of estimating the ammonia adsorbed amount is described later in detail (see FIG. 11).

Next, at S112, the PCM 60 sets a target air-fuel ratio applied for reducing NO_(x) stored in the NO_(x) catalyst 45 based on the ammonia adsorption amount in the SCR catalyst 47 acquired at S111. For example, the PCM 60 sets a target air-fuel ratio applied when executing the active DeNO_(x) control and a target air-fuel ratio applied when executing the passive DeNO_(x) control, based on the ammonia adsorption amount in the SCR catalyst 47. A method of setting the target air-fuel ratios is described in detail with reference to FIG. 6.

In FIG. 6, the horizontal axis indicates the ammonia adsorption amount in the SCR catalyst 47, and the vertical axis indicates the target air-fuel ratio.

In FIG. 6, “λ1” indicates the theoretical air-fuel ratio, a range R21 on the richer side of the theoretical air-fuel ratio λ1 indicates the air-fuel ratio range where the NO_(x) stored in the NO_(x) catalyst 45 is reducible, and a range R22 on the leaner side of the theoretical air-fuel ratio λ1 indicates the air-fuel ratio range where the NO_(x) stored in the NO_(x) catalyst 45 is not reducible. A graph G11 indicates the target air-fuel ratio to be set according to the ammonia adsorption amount of the SCR catalyst 47 when executing the passive DeNO_(x) control, and a graph G12 indicates the target air-fuel ratio to be set according to the ammonia adsorption amount of the SCR catalyst 47 when executing the active DeNO_(x) control. These graphs G11 and G12 correspond to a map defining the target air-fuel ratio to be set according to the ammonia adsorption amount.

Typically, if the target air-fuel ratio is set at the lean side within the range R21, the amount of the reducing agent (e.g., HC) supplied to the NO_(x) catalyst 45 is reduced, and although the NO_(x) reduction efficiency of the NO_(x) catalyst 45 (corresponding to the reduction speed of NO_(x) stored in the NO_(x) catalyst 45) decreases, the generation amount of ammonia in the NO_(x) catalyst 45 is reduced. In consideration of this, in this embodiment, as illustrated in the graphs G11 and G12, in both cases of executing the passive and active DeNO_(x) controls, the target air-fuel ratio is set leaner within a range where NO_(x) stored in the NO_(x) catalyst 45 is reducible (range R21), as the ammonia adsorption amount of the SCR catalyst 47 increases. For example, the target air-fuel ratio is set to about 0.98. By applying such a lean target air-fuel ratio to the DeNO_(x) control when the ammonia adsorption amount of the SCR catalyst 47 is large, ammonia generated in the NO_(x) catalyst 45 by the NO_(x) reduction is prevented from being released without being sufficiently adsorbed by the SCR catalyst 47, while ensuring some level of NO_(x) reduction efficiency of the NO_(x) catalyst 45.

On the other hand, if the target air-fuel ratio is set rich, the amount of the reducing agent (e.g., HC) supplied to the NO_(x) catalyst 45 increases, and although the generation amount of ammonia in the NO_(x) catalyst 45 increases, the NO_(x) reduction efficiency of the NO_(x) catalyst 45 improves. Therefore, in this embodiment, as illustrated in the graphs G11 and G12, in both cases of executing the passive and active DeNO_(x) controls, the target air-fuel ratio is enriched as the ammonia adsorption amount of the SCR catalyst 47 is reduced. For example, the target air-fuel ratio is set to about 0.96. When the ammonia adsorption amount of the SCR catalyst 47 is small, since it takes time for ammonia generated in the NO_(x) catalyst 45 to be released without being sufficiently adsorbed by the SCR catalyst 47, by applying the rich air-fuel ratio to the DeNO_(x) control, the improvement of the NO_(x) reduction efficiency of the NO_(x) catalyst 45 is prioritized over the prevention of the ammonia generation in the NO_(x) catalyst 45.

Further, in this embodiment, as illustrated in the graphs G11 and G12, the target air-fuel ratio is set richer in the passive DeNO_(x) control than in the active DeNO_(x) control when the ammonia adsorption amount is the same, for the following reason. Since the passive DeNO_(x) control is executed at the time of acceleration when the air-fuel ratio temporarily drops, the execution duration is shorter than that of the active DeNO_(x) control, thus the amount of ammonia (accumulation amount) generated in the NO_(x) catalyst 45 is reduced. Therefore, the possibility of ammonia being released without being sufficiently adsorbed by the SCR catalyst 47 is low. On the other hand, at the start of the DeNO_(x) control, “H” in “HC” such as unburned fuel supplied to the NO_(x) catalyst 45 as the reducing agent by the DeNO_(x) control is consumed for the reaction with “O” which is oxygen stored in the NO_(x) catalyst 45 (i.e., oxidation), and no ammonia is generated in the NO_(x) catalyst 45. The passive DeNO_(x) control with the shorter execution duration ends before oxygen stored in the NO_(x) catalyst 45 is completely consumed. Either the ammonia is mostly not generated in the NO_(x) catalyst 45, or most of the execution time period of the passive DeNO_(x) control is included within the time period when oxygen stored in the NO_(x) catalyst 45 is consumed. Thus, the amount of ammonia generated in the NO_(x) catalyst 45 is reduced.

In this manner, when executing the passive DeNO_(x) control, the improvement of the NO_(x) reduction efficiency of the NO_(x) catalyst 45 is prioritized over the prevention of ammonia generation in the NO_(x) catalyst 45.

It will be noted that a highest value of the rich target air-fuel ratio applied in the passive DeNO_(x) control is preferably set so that the generation amount of HC corresponding to the post-injected fuel becomes smaller than a predetermined amount, so as to prevent the gas passage from being blocked by HC in the DeNO_(x) control.

Further, in this embodiment, as illustrated in the graphs G11 and G12, in both cases of executing the passive and active DeNO_(x) controls, the target air-fuel ratio applied when the ammonia adsorption amount is relatively large is substantially fixed. For example, the target air-fuel ratio is set to a lowest value on the lean side whenever the ammonia adsorption amount is relatively large, for the following reason. The ammonia adsorption performance of the SCR catalyst 47 varies depending on the operating state of the engine E, the SCR temperature etc. For example, when the SCR temperature rises, the ammonia adsorption performance of the SCR catalyst 47 degrades, and the adsorbable amount of ammonia in the SCR catalyst 47 tends to be reduced. Therefore, in this embodiment, even in the situation where the ammonia adsorption performance degrades, in order to reliably prevent a scenario where ammonia generated in the NO_(x) catalyst 45 by the DeNO_(x) control is not sufficiently adsorbed by the SCR catalyst 47 and is released, the target air-fuel ratio is set with some margin to the lowest value on the lean side for a relatively wide range of the ammonia adsorption amount.

It will be noted that, by taking into consideration the change in the ammonia adsorption performance of the SCR catalyst 47 depending on the SCR temperature as described above, the target air-fuel ratio to be set according to the ammonia adsorption amount may further be changed based on the SCR temperature. For example, the target air-fuel ratio is preferably set leaner within the range R21 when the SCR temperature is high than when the SCR temperature is low, when the ammonia adsorption amount is the same. This is because when the SCR temperature becomes high, the ammonia adsorption performance of the SCR catalyst 47 degrades, and it becomes easy for ammonia to be released from the SCR catalyst 47.

Returning to FIG. 5, the flow after S113 is described. At S113, the PCM 60 calculates the air amount (that is, the charged amount) introduced into the engine E based on the fresh air amount and the EGR gas amount acquired at S111. At S114, the PCM 60 calculates the oxygen concentration within the air introduced into the engine E based on the charged amount calculated at S113.

Next, at S115, the PCM 60 calculates the post injection amount (DeNO_(x) post injection amount) required in achieving the target air-fuel ratio set at S112. In other words, the PCM 60 determines the post injection amount required in addition to the main injection amount in order to bring the air-fuel ratio of the exhaust gas to the target air-fuel ratio. In this case, the PCM 60 calculates the post injection amount for achieving the target air-fuel ratio when executing the active DeNO_(x) control set at S112 and the post injection amount for achieving the target air-fuel ratio when executing the passive DeNO_(x) control set at S112.

For example, the PCM 60 calculates the DeNO_(x) post injection amount in consideration of the difference between the oxygen concentration (the oxygen concentration detected by the O2 sensor 111) acquired at S111 and the oxygen concentration calculated at S114. More specifically, based on the air-fuel ratio of the exhaust gas generated when the fuel injected in the main injection is combusted, the PCM 60 suitably performs feedback processing according to the difference between the detected oxygen concentration and the calculated oxygen concentration, and calculates the DeNO_(x) post injection amount for controlling the air-fuel ratio to the target air-fuel ratio. By calculating the DeNO_(x) post injection amount as described above, the air-fuel ratio is accurately controlled to the target air-fuel ratio by the post injection in the DeNO_(x) control, and the NO_(x) stored in the NO_(x) catalyst 45 is reliably reduced.

Hereinafter, the active DeNO_(x) control and the passive DeNO_(x) control of this embodiment are described in detail.

First, setting of an active DeNO_(x) control execution flag, which is for determining whether or not to execute the active DeNO_(x) control in this embodiment, is described with reference to the flowchart (active DeNO_(x) control execution flag setting flow) of FIG. 7. The PCM 60 repeatedly executes this active DeNO_(x) control execution flag setting flow at a given cycle in parallel with the fuel injection control flow illustrated in FIG. 3.

First, at S201, the PCM 60 acquires various information of the vehicle. For example, the PCM 60 acquires at least an NO_(x) catalyst temperature, the SCR temperature, and the amount of stored NO_(x) in the NO_(x) catalyst 45. Here, the NO_(x) catalyst temperature is estimated, for example, based on the temperature detected by the temperature sensor 112 disposed immediately upstream of the NO_(x) catalyst 45 (the temperature detected by the temperature sensor 113 disposed between the NO_(x) catalyst 45 and the DPF 46 may also be used). The SCR temperature is estimated based on, for example, the temperature detected by the temperature sensor 117 disposed immediately upstream of the SCR catalyst 47. The amount of stored NO_(x) is obtained by estimating the amounts of NO_(x) within the exhaust gas based on the operating state of the engine E, the flow rate of the exhaust gas, the temperature of the exhaust gas, etc., and integrating the NO_(x) amounts.

Next, at S202, the PCM 60 determines whether or not the SCR temperature acquired at S201 is below an SCR determination temperature. If the SCR temperature is below the SCR determination temperature (S202: YES), the flow proceeds to S203. On the other hand, if the SCR temperature is above the SCR determination temperature (S202: NO), the flow proceeds to S209. In this case, since the SCR catalyst 47 suitably purifies NO_(x) within the exhaust gas, the PCM 60 sets the active DeNO_(x) control execution flag to “0” to prohibit the execution of the active DeNO_(x) control (S209). Then, the flow ends.

At S203, the PCM 60 determines whether or not the NO_(x) catalyst temperature acquired at S201 is above a given temperature. When the NO_(x) catalyst temperature is low, even when the air-fuel ratio is controlled to the target air-fuel ratio, the NO_(x) catalyst 45 hardly reduces the stored NOR. Therefore, at S203, whether or not the NO_(x) stored in the NO_(x) catalyst 45 is reducible is determined. The given temperature used in the determination of S203 is set based on the NO_(x) catalyst temperature at which the NO_(x) stored in the NO_(x) catalyst 45 is reducible. If the NO_(x) catalyst temperature is above the given temperature (S203: YES), the flow proceeds to S204. On the other hand, when the NO_(x) catalyst temperature is below the given temperature (S203: NO), the flow proceeds to S209. In this case, the PCM 60 sets the active DeNO_(x) control execution flag to “0” to prohibit execution of the active DeNO_(x) control (S209).

At S204, the PCM 60 determines whether or not the active DeNO_(x) control has been executed even once after an engine start. The determination of S204 is performed so that if the active DeNO_(x) control has not been executed after the engine start, the execution condition of the active DeNO_(x) control is loosened than in the case where the active DeNO_(x) control has been executed, so as to preferentially execute the active DeNO_(x) control. For example, if the active DeNO_(x) control has been executed, the execution condition of S207 and the execution condition of S208, which are relatively strict, are used, whereas if the active DeNO_(x) control has not been executed, only the execution condition of S205 which is relatively loose is used (these are described later in detail). If the active DeNO_(x) control has not been executed (S204: YES), the flow proceeds to S205.

At S205, the PCM 60 determines whether or not the amount of stored NO_(x) acquired at S201 is above a first stored amount determination value. For example, the first stored amount determination value is set to a value somewhat lower than the limit value of the amount of stored NOR. If the amount of stored NO_(x) is above the first stored amount determination value (S205: YES), the flow proceeds to S206. In this case, the PCM 60 sets the active DeNO_(x) control execution flag to “1” to permit execution of the active DeNO_(x) control (S206). In this manner, by executing the active DeNO_(x) control after the engine start to somewhat forcibly reduce the NOR stored in the NO_(x) catalyst 45, the NO_(x) purification performance of the NO_(x) catalyst 45 is reliably ensured. On the other hand, when the amount of stored NO_(x) is smaller than the first stored amount determination value (S205: NO), the flow proceeds to S209. In this case, the PCM 60 sets the active DeNO_(x) control execution flag to “0” to prohibit unnecessary execution of the active DeNO_(x) control (S209). Then, the flow ends.

On the other hand, if the active DeNO_(x) control has been executed after the engine start (S204: NO), the flow proceeds to S207 where the PCM 60 determines whether or not the amount of stored NO_(x) acquired at S201 is above a second stored amount determination value. The second stored amount determination value is applied as a value at least higher than the first stored amount determination value, for example, the second stored amount determination value is set to a value close to (such as two-third of) the limit value of the amount of stored NOR. If the amount of stored NO_(x) is above the second stored amount determination value (S207: YES), the flow proceeds to S208. On the other hand, if the amount of stored NO_(x) is smaller than the second stored amount determination value (S207: NO), the flow proceeds to S209. In this case, the PCM 60 sets the active DeNO_(x) control execution flag to “0” to prohibit unnecessary execution of the active DeNO_(x) control (S209). Then, the flow ends.

At S208, the PCM 60 determines whether or not a traveling distance of the vehicle from the previous execution time point of the active DeNO_(x) control is longer than a predetermined distance. If this traveling distance is longer than the determination distance (S208: YES), the flow proceeds to S206. In this case, the PCM 60 sets the active DeNO_(x) control execution flag to “1” to permit execution of the active DeNO_(x) control (S206). By doing so, the active DeNO_(x) control is executed to forcibly reduce a large amount of NO_(x) stored in the NO_(x) catalyst 45, thus the NO_(x) purification performance of the NO_(x) catalyst 45 is reliably ensured. On the other hand, if the traveling distance is less than the determination distance (S208: NO), the flow proceeds to S209. In this case, the PCM 60 sets the active DeNO_(x) control execution flag to “0” to prohibit execution of the active DeNO_(x) control (S209). Then, the flow ends.

When the active DeNO_(x) control is executed in a situation where the traveling distance from the previous execution time point of the active DeNO_(x) control is short (i.e., the execution interval of the active DeNO_(x) control is short), the possibility of the oil dilution due to the post injection occurring becomes high. Therefore, in this embodiment, when this traveling distance is shorter than the determination distance (S208: NO), execution of the active DeNO_(x) control is prohibited and the oil dilution due to the post injection in the active DeNO_(x) control is prevented. On the other hand, if the traveling distance from the previous execution time point of the active DeNO_(x) control is long (i.e. the execution interval of the active DeNO_(x) control is long), even when the active DeNO_(x) control is to be executed, the possibility of the oil dilution occurring due to the post injection is low. Therefore, in this embodiment, when the traveling distance from the previous execution time point of the active DeNO_(x) control is longer than the determination distance (S208: YES), execution of the active DeNO_(x) control is permitted.

Further in this embodiment, in consideration of the fact that progression in vaporization of post-injected fuel and oil dilution are less likely to occur as the in-cylinder temperature rises, the determination distance used at S208 is set small as the in-cylinder temperature rises to loosen the limitation on the control corresponding to the traveling distance from the previous execution time point of the active DeNO_(x) control.

Next, setting of a passive DeNO_(x) control execution flag, which is for determining whether or not to execute the passive DeNO_(x) control in this embodiment, is described with reference to the flowchart (passive DeNO_(x) control execution flag setting flow) of FIG. 8. The PCM 60 repeatedly executes this passive DeNO_(x) control execution flag setting flow at a given cycle in parallel with the fuel injection control flow illustrated in FIG. 3 and the active DeNO_(x) control execution flag setting flow illustrated in FIG. 7.

First, at S301, the PCM 60 acquires various information of the vehicle. For example, the PCM 60 acquires at least the NO_(x) catalyst temperature, the SCR temperature, the target torque determined in the fuel injection control flow illustrated in FIG. 3, the DeNO_(x) post injection amount calculated in the DeNO_(x) post injection amount calculation flow illustrated in FIG. 5 (specifically, the DeNO_(x) post injection amount calculated to be applied in the passive DeNO_(x) control), the amount of stored NO_(x) in the NO_(x) catalyst 45, and the value of the active DeNO_(x) control execution flag set in the active DeNO_(x) control execution flag setting flow illustrated in FIG. 7. It will be noted that the method of obtaining the NO_(x) catalyst temperature, the SCR temperature, and the amount of stored NO_(x) is as described above.

At S301, the PCM 60 also acquires the execution frequency of the passive DeNO_(x) control within a given period. For example, the PCM 60 acquires the number of times the passive DeNO_(x) control is executed within a given period (e.g., several seconds or several minutes) as the execution frequency of the passive DeNO_(x) control.

Next, at S302, the PCM 60 determines whether or not the SCR temperature acquired at S301 is below the SCR determination temperature. If the SCR temperature is below the SCR determination temperature (S302: YES), the flow proceeds to S303. On the other hand, if the SCR temperature is above the SCR determination temperature (S302: NO), the flow proceeds to S308. In this case, since the SCR catalyst 47 suitably purifies NO_(x) within the exhaust gas, the PCM 60 sets the passive DeNO_(x) control execution flag to “0” to prohibit execution of the passive DeNO_(x) control (S308). Then, the flow ends.

Next, at S303, the PCM 60 determines whether or not the execution frequency of the passive DeNO_(x) control acquired at S301 is below a given frequency determination value. If the execution frequency is below the frequency determination value (S303: YES), the flow proceeds to S304. On the other hand, if the execution frequency is above the frequency determination value (S303: NO), the flow proceeds to S308. In this case, the PCM 60 sets the passive DeNO_(x) control execution flag to “0” to prohibit execution of the passive DeNO_(x) control (S308).

If the passive DeNO_(x) control is executed in a situation where the passive DeNO_(x) control has been carried out relatively frequently, there is a high possibility that oil dilution occurs due to the post injection. Therefore, in this embodiment, when the execution frequency of the passive DeNO_(x) control is above the frequency determination value (S303: NO), execution of the passive DeNO_(x) control is prohibited so as to prevent oil dilution due to the post injection of the passive DeNO_(x) control. On the other hand, in a situation where the passive DeNO_(x) control has hardly been carried out (i.e., the execution frequency of the passive DeNO_(x) control is relatively low), even when the passive DeNO_(x) control is executed, the possibility of oil dilution occurring due to the post injection is low. Therefore, in this embodiment, when the execution frequency of the passive DeNO_(x) control is below the frequency determination value (S303: YES), execution of the passive DeNO_(x) control is allowed.

In this embodiment, the frequency determination value used at S303 is set higher as the in-cylinder temperature rises. When the frequency determination value is high, there is a higher possibility that the execution frequency of the passive DeNO_(x) control becomes less than the frequency determination value (S303: YES) than when the frequency determination value is low. Therefore, in this embodiment, the limitation on the control corresponding to the execution frequency of the passive DeNO_(x) control is loosened as the in-cylinder temperature rises. This is because vaporization of the post-injected fuel progresses and oil dilution becomes less likely to occur as the in-cylinder temperature rises.

Next, at S304, whether or not the amount of stored NO_(x) acquired at S301 is above a third stored amount determination value. For example, the third stored amount determination value is set to a value of about one-third of the limit value of the amount of stored NOR. If the amount of stored NO_(x) is above the third stored amount determination value (S304: YES), the flow proceeds to S305. On the other hand, if the amount of stored NO_(x) is below the third stored amount determination value (S304: NO), the flow proceeds to S308. In this case, the PCM 60 sets the passive DeNO_(x) control execution flag to “0” (S308) so as to prohibit unnecessary execution of the passive DeNO_(x) control and prevent the fuel consumption increase caused by the passive DeNO_(x) control. Then, the flow ends.

At S305, the PCM 60 determines whether or not the active DeNO_(x) control execution flag acquired at S301 is “0.” In other words, the PCM 60 determines whether or not to execute the active DeNO_(x) control. If the active DeNO_(x) control execution flag is “0” (S305: YES), the flow proceeds to S306. On the other hand, if the active DeNO_(x) control execution flag is not “0,” i.e., if it is “1” (S305: NO), the flow proceeds to S308. In this case, the PCM 60 sets the passive DeNO_(x) control execution flag to “0” to prohibit execution of the passive DeNO_(x) control and preferentially executes the active DeNO_(x) control (S308). In other words, even when the execution condition of the passive DeNO_(x) control is satisfied, when the execution condition of the active DeNO_(x) control is satisfied, the active DeNO_(x) control is preferentially executed. Then, the flow ends.

At S306, the PCM 60 determines whether or not the DeNO_(x) post injection amount acquired at S301 is smaller than a first post injection amount determination value. In other words, the PCM 60 determines whether or not the air-fuel ratio drops to a given value on the rich side in the current situation, i.e., whether or not the vehicle is in a given acceleration state. In this manner, it is determined whether or not the DeNO_(x) control is executable while preventing the fuel consumption increase as much as possible, and it is determined whether or not there is a possibility of oil dilution occurring due to the post injection. The first post injection amount determination value to be applied for the determination at S306 is set in view of the above.

If the DeNO_(x) post injection amount is smaller than the first post injection amount determination value (S306: YES), the flow proceeds to S307. In this case, the conditions of S302 to S306 described above are all satisfied, the PCM 60 sets the passive DeNO_(x) control execution flag to “1” to permit execution of the passive DeNO_(x) control (S307). Then, the flow ends. On the other hand, if the DeNO_(x) post injection amount is above the first post injection amount determination value (S306: NO), the flow proceeds to S308. In this case, the PCM 60 sets the passive DeNO_(x) control execution flag to “0” to prohibit execution of the passive DeNO_(x) control and prevent the fuel consumption increase and the oil dilution (S308). Then, the flow ends.

Next, the active DeNO_(x) control of this embodiment executed based on the active DeNO_(x) control execution flag set as described above is described with reference to the flowchart (active DeNO_(x) control flow) of FIG. 9. The PCM 60 repeatedly executes this active DeNO_(x) control flow at a given cycle in parallel with the fuel injection control flow illustrated in FIG. 3, and the active DeNO_(x) control execution flag setting flow illustrated in FIG. 7, etc.

First, at S401, the PCM 60 acquires various information of the vehicle. For example, the PCM 60 at least acquires the engine load, the engine speed, the NO_(x) catalyst temperature, the DeNO_(x) post-injection amount calculated in the DeNO_(x) post injection amount calculation flow illustrated in FIG. 5 (specifically, the DeNO_(x) post injection amount calculated to be applied in the active DeNO_(x) control), and the value of the active DeNO_(x) control execution flag set in the active DeNO_(x) control execution flag setting flow illustrated in FIG. 7.

Next, at S402, the PCM 60 determines whether the active DeNO_(x) control execution flag acquired at S401 is “1.” In other words, the PCM 60 determines whether the active DeNO_(x) control is to be executed. If the active DeNO_(x) control execution flag is “1” (S402: YES), the flow proceeds to S403. On the other hand, if the active DeNO_(x) control execution flag is “0” (S402: NO), the flow is terminated without executing the active DeNO_(x) control.

At S403, the PCM 60 determines whether or not the operating state of the engine (engine load and engine speed) is within the active DeNO_(x) execution range R12 (see FIG. 4). If the operating state of the engine is within the active DeNO_(x) execution range R12 (S403: YES), the flow proceeds to S405. On the other hand, if the operating state of the engine is outside the active DeNO_(x) execution range R12 (S403: NO), the flow proceeds to S404.

At S404, without executing the active DeNO_(x) control, i.e., without executing the fuel injection control which includes the post injection, the PCM 60 executes a normal fuel injection control which does not include the post injection for controlling the air-fuel ratio to the target air-fuel ratio. Typically, the PCM 60 only executes the control for causing the main injection with the fuel injection amount corresponding to the target torque. The PCM 60 actually executes the processing of S404, at S106 of the fuel injection control flow illustrated in FIG. 3. Then, the flow returns to S403 to perform the determination again. In other words, if the active DeNO_(x) control execution flag is “1,” the PCM 60 executes the normal fuel injection control while the operating state of the engine remains outside the active DeNO_(x) execution range R12. When the operation state enters the active DeNO_(x) execution range R12, the PCM 60 switches the control from the normal fuel injection control to the fuel injection control in the active DeNO_(x) control. For example, when the operating state of the engine deviates from the active DeNO_(x) execution range R12 during the fuel injection control in the active DeNO_(x) control, the PCM 60 suspends the fuel injection control and executes the normal fuel injection control. Then, when the operating state enters the active DeNO_(x) execution range R12, the PCM 60 resumes the fuel injection control in the active DeNO_(x) control.

Next, at S405, the PCM 60 determines whether or not the DeNO_(x) post injection amount acquired at S401 is smaller than the second post injection amount determination value. The second post injection amount determination value is set larger than the first post injection amount determination value (see S306 in FIG. 8). Thus, it is possible to achieve a larger post injection amount in the active DeNO_(x) control than in the passive DeNO_(x) control, and the air-fuel ratio becomes controllable to the target air-fuel ratio regardless of the operating state of the engine E (e.g., even when it is not in a state where the air-fuel ratio decreases, such as during acceleration).

If the DeNO_(x) post injection amount is smaller than the second post injection amount determination value (S405: YES), the flow proceeds to S406 where the PCM 60 controls the fuel injector 20 to perform the post injection with the DeNO_(x) post injection amount acquired at S401. The PCM 60 actually performs the processing of S406 at S106 of the fuel injection control flow illustrated in FIG. 3. Then the flow proceeds to S409.

On the other hand, if the DeNO_(x) post injection amount is above the second post injection amount determination value (S405: NO), the flow proceeds to S407. At S407, the PCM 60 reduces the oxygen concentration of air introduced into the engine E so as to control the air-fuel ratio to the target air-fuel ratio by using the post injection amount which is below the second post injection amount determination value (specifically, the second post injection amount determination value itself is applied as the DeNO_(x) post injection amount). In this case, the PCM 60 executes at least one of a control for narrowing the opening of the intake shutter valve 7, a control for increasing the EGR gas amount, and a control for lowering the turbocharging pressure by the turbocharger 5, so as to reduce the oxygen concentration of the air introduced into the engine E, i.e., reduce the charging amount. For example, the PCM 60 obtains the turbocharging pressure required for controlling the air-fuel ratio to the target air-fuel ratio by using the DeNO_(x) post injection amount to which the second post injection amount determination value is applied. The PCM 60 reduces the opening of the intake shutter valve 7 to be a desired opening based on the actual turbocharging pressure (the pressure detected by the pressure sensor 108) and the EGR gas amount so as to achieve this turbocharging pressure. Then, the flow proceeds to S408.

It will be noted that the intake shutter valve 7 is fully opened in the normal operating state of the engine E, whereas during DeNO_(x), DPF regeneration, idle operation, etc., the opening of the intake shutter valve 7 is typically a given basic opening. In the operating state where the EGR gas is not introduced, the intake shutter valve 7 is feedback-controlled based on the turbocharging pressure.

At S408, the PCM 60 controls the fuel injector 20 to perform the post injection by applying the second post injection amount determination value to the DeNO_(x) post injection amount, i.e., setting the DeNO_(x) post injection amount to be the second post injection amount determination value. The PCM 60 actually performs the processing of S408 at S106 of the fuel injection control flow illustrated in FIG. 3. Then the flow proceeds to S409.

At S409, the PCM 60 determines whether or not the amount of stored NO_(x) in the NO_(x) catalyst approximates zero. For example, the PCM 60 determines whether or not the amount of stored NO_(x) approximates zero when the amount of stored NO_(x) estimated based on the operating state of the engine E, the flow rate of the exhaust gas, the temperature of the exhaust gas, etc. approximates zero and the detection value of the NO_(x) sensor 116 disposed immediately downstream of the DPF 46 changes (S409: YES). Then the flow ends. Here, the PCM 60 ends the active DeNO_(x) control. The PCM 60 further resets the amount of stored NO_(x) used in the active DeNO_(x) control flow and the active DeNO_(x) control execution flag setting flow in FIG. 7 to zero.

On the other hand, when the amount of stored NO_(x) does not approximate zero (S409: NO), the flow returns to S403. In this case, the PCM 60 continues the active DeNO_(x) control. In other words, the PCM 60 continues the active DeNO_(x) control until the amount of stored NO_(x) approximates zero. Particularly, even when the execution condition of the active DeNO_(x) control (e.g., the condition of S403) is not satisfied during the active DeNO_(x) control and the active DeNO_(x) control is suspended, when the execution condition of the active DeNO_(x) control is satisfied thereafter, the PCM 60 promptly resumes the active DeNO_(x) control to bring the amount of stored NO_(x) to approximate zero.

Here, the amount of stored NO_(x) is determinable as approximating zero based on the detection value of the NO_(x) sensor 116 because of the following reason. Since the NO_(x) sensor 116 also functions as an oxygen concentration sensor, the detection value of the NO_(x) sensor 116 corresponds to the air-fuel ratio reaches the NO_(x) sensor 116. While the NO_(x) catalyst 45 performs reduction, i.e., when the amount of stored NO_(x) does not approximate zero, oxygen generated by reducing NO_(x) reaches the NO_(x) sensor 116. On the other hand, when the amount of stored NO_(x) approximates zero, such oxygen generated by reduction no longer reaches the NO_(x) sensor 116. Therefore, at the timing when the amount of stored NO_(x) approximates zero, the air-fuel ratio of the exhaust gas that reaches the NO_(x) sensor 116 decreases, thus the detection value of the NO_(x) sensor 116 changes.

Next, the passive DeNO_(x) control executed based on the passive DeNO_(x) control execution flag set as described above is described with reference to the flowchart (passive DeNO_(x) control flow) of FIG. 10. This passive DeNO_(x) control flow is executed repeatedly at a given cycle by the PCM 60 and is executed in parallel with the fuel injection control flow illustrated in FIG. 3 and the passive DeNO_(x) control execution flag setting flow illustrated in FIG. 8.

First, at S501, the PCM 60 acquires various information of the vehicle. For example, the PCM 60 acquires at least the DeNO_(x) post injection amount calculated in the DeNO_(x) post injection amount calculation flow illustrated in FIG. 5 (specifically, the DeNO_(x) post injection amount calculated to be applied in the passive DeNO_(x) control) and the value of the passive DeNO_(x) control execution flag set in the passive DeNO_(x) control execution flag setting flow illustrated in FIG. 8.

Next, at S502, the PCM 60 determines whether or not the passive DeNO_(x) control execution flag acquired at S501 is “1.” In other words, the PCM 60 determines whether or not the passive DeNO_(x) control to be executed. If the passive DeNO_(x) control execution flag is “1” (S502: YES), the flow proceeds to S503. On the other hand, if the passive DeNO_(x) control execution flag is “0” (S502: NO), the flow is terminated without executing the passive DeNO_(x) control.

Next, at S503, the PCM 60 controls the fuel injector 20 to perform the post injection with the DeNO_(x) post injection amount acquired at S501, i.e., executes the passive DeNO_(x) control. Actually, the PCM 60 performs the processing of S503 at S106 of the fuel injection control flow illustrated in FIG. 3. Then the flow proceeds to S504.

At S504, the PCM 60 determines whether or not the passive DeNO_(x) control execution flag is “0.” If the passive DeNO_(x) control execution flag is “0” (S504: YES), the flow ends. In this case, the PCM 60 ends the passive DeNO_(x) control. On the other hand, if the passive DeNO_(x) control execution flag is not “0” (S504: NO), i.e., if the passive DeNO_(x) control execution flag is maintained at “1,” the flow returns to S503. In this case, the PCM 60 continues the passive DeNO_(x) control. In other words, the PCM 60 continues the passive DeNO_(x) control until the passive DeNO_(x) control execution flag switches from “1” to “0.”

<Estimating Method of Ammonia Adsorption Amount>

Next, the method of estimating the ammonia adsorption amount in the SCR catalyst 47 in this embodiment is described with reference to the block diagram of FIG. 11. The estimating method of the ammonia adsorption amount is implemented by the PCM 60.

First, the PCM 60 obtains the ammonia supply amount per unit time supplied to the SCR catalyst 47 by the urea injection by the urea injector 51 based on the exhaust gas state (e.g., the exhaust gas amount and the exhaust gas temperature), and the state of the SCR catalyst 47 (e.g., the SCR temperature). Further, the PCM 60 obtains the ammonia generation amount per unit time generated in the NO_(x) catalyst 45 during the DeNO_(x) control, based on the operating state of the engine E and the state of the NO_(x) catalyst 45 (e.g., the NO_(x) catalyst temperature and the amount of stored NOR). Further, the PCM 60 obtains the consumed amount of ammonia per unit time by reducing and purifying NO_(x) in the SCR catalyst 47 based on the exhaust gas state (e.g., the exhaust gas amount, the exhaust gas temperature and the NO_(x) concentration in the exhaust gas), and the state of the SCR catalyst 47 (e.g., the SCR temperature).

Then, the PCM 60 obtains the ammonia adsorption change amount per unit time (amount of change in the ammonia adsorption amount) in the SCR catalyst 47 based on the ammonia supply amount, the ammonia generation amount, and the ammonia consumption amount. For example, the PCM 60 obtains the ammonia adsorption change amount per unit time based on “ammonia supply amount+ammonia generation amount−ammonia consumption amount.” Further, the PCM 60 applies the obtained ammonia adsorption change amount to the current ammonia adsorption amount, that is, the previously-estimated ammonia adsorption amount, to obtain the latest ammonia adsorption amount. For example, when the ammonia adsorption change amount is a positive value, the PCM 60 adds the ammonia adsorption change amount to the previously-estimated ammonia adsorption amount to obtain the latest ammonia adsorption amount (here, the ammonia adsorption amount increases). When the ammonia adsorption change amount is a negative value, the PCM 60 subtracts the ammonia adsorption change amount from the previously-estimated ammonia adsorption amount to obtain the latest ammonia adsorption amount (here, the ammonia adsorption amount decreases).

It will be noted that, although the example in which the ammonia adsorption amount of the SCR catalyst 47 is estimated is described above, in another example, the ammonia adsorption amount of the SCR catalyst 47 may be detected using a given sensor.

<Alternative Embodiment of DeNox Control>

Next, a method of calculating the DeNO_(x) post injection amount” in an alternative embodiment is described with reference to the flowchart (hereinafter, referred to as “DeNO_(x) post injection amount calculation flow”) of FIG. 12. The PCM 60 repeatedly executes the DeNO_(x) post injection amount calculation flow at a given cycle in parallel with the fuel injection control flow illustrated in FIG. 3. In other words, the DeNO_(x) post injection amount is calculated as needed during the fuel injection control.

First, at S611, the PCM 60 acquires the operating state of the engine E. For example, the PCM 60 at least acquires the intake air amount (fresh air amount) detected by the airflow sensor 101, the oxygen concentration within the exhaust gas detected by the O2 sensor 111, and the main injection amount calculated at S104 of FIG. 3. The PCM 60 also acquires an exhaust gas amount (EGR gas amount) recirculated to the intake system IN by the EGR device 43, which is obtained based on a given model, and also an ammonia adsorption amount which is an amount of ammonia adsorbed by the SCR catalyst 47. Here, the PCM 60 acquires an estimated ammonia adsorption amount. The method of estimating the ammonia adsorbed amount is described later in detail (see FIG. 11).

Next, at S612, the PCM 60 sets a duration of application of an air-fuel ratio with a high degree of richness as the target air-fuel ratio which is used for reducing NO_(x) stored in the NO_(x) catalyst 45 (hereinafter, this duration is referred to as “rich-permitted time”). In this embodiment, when executing the DeNO_(x) control, the PCM 60 applies a first target air-fuel ratio with a high degree of richness (e.g., 0.96) for the rich-permitted time from the start of the DeNO_(x) control, and after this rich-permitted time passes, it applies a second target air-fuel ratio leaner than the first target air-fuel ratio within the range where NO_(x) stored in the NO_(x) catalyst 45 is reducible (e.g., 0.98). Especially at S612, the PCM 60 sets the rich-permitted time based on the ammonia adsorption amount of the SCR catalyst 47 acquired at S611. The setting method for setting the rich-permitted time is described next in detail with reference to FIG. 13.

In FIG. 13, the horizontal axis indicates the ammonia adsorption amount of the SCR catalyst 47 and the vertical axis indicates the rich-permitted time.

In FIG. 13, a graph G1 indicates the rich-permitted time to be set according to the ammonia adsorption amount of the SCR catalyst 47. This graph G1 corresponds to a map defining the rich-permitted time to be set according to the ammonia adsorption amount. Further a time T1 indicates a shortest time for the rich-permitted time, and time for oxygen stored in the NO_(x) catalyst 45 to be consumed by the DeNO_(x) control since the start of the DeNO_(x) control (e.g., two seconds).

In this embodiment, as illustrated in the graph G1, when the ammonia adsorption amount of the SCR catalyst 47 is at its highest value, the time T1 is applied as the shortest time for the rich-permitted time, and the rich-permitted time is extended as the ammonia adsorption amount of the catalyst 47 decreases. In other words, the rich-permitted time is shortened toward the shortest time T1 as the ammonia adsorption amount of the SCR catalyst 47 increases. In this embodiment, the PCM 60 sets the rich-permitted time according to the ammonia adsorption amount in the above manner, and from the start of the DeNO_(x) control until the rich-permitted time passes, the PCM 60 executes the DeNO_(x) control by applying the first air-fuel ratio with the high degree of richness (e.g., 0.96) (see S613 and S614 of FIG. 12). After the rich-permitted time passes, the PCM 60 switches the target air-fuel ratio from the first target air-fuel ratio to the second target air-fuel ratio which is leaner (e.g., 0.98) (see S613 and S615 of FIG. 12), and executes the DeNO_(x) control by keeping the second target air-fuel ratio. The following is the reason for controlling the target air-fuel ratio in this manner.

Typically, when the DeNO_(x) control is executed applying the target air-fuel ratio with the high degree of richness, the amount of the reducing agent (e.g., HC) supplied to the NO_(x) catalyst 45 increases, and although the generation amount of ammonia in the NO_(x) catalyst 45 increases, the NO_(x) reduction efficiency in the NO_(x) catalyst 45 (corresponding to the rate at which NO_(x) stored in the NO_(x) catalyst 45 is reduced) is improved. On the other hand, at the start of the DeNO_(x) control, since “H” in “HC” such as unburned fuel supplied to the NO_(x) catalyst 45 as the reducing agent by the DeNO_(x) control is consumed for the reaction with “0” which is oxygen stored in the NO_(x) catalyst 45 (i.e., oxidation), no ammonia is generated in the NO_(x) catalyst 45 during this reaction. Therefore, even if the DeNO_(x) control is executed applying the target air-fuel ratio with the high degree of richness, from the start of the DeNO_(x) control until the oxygen stored in the NO_(x) catalyst 45 is consumed, the NO_(x) catalyst 45 does not release ammonia. In this case, the SCR catalyst 47 naturally does not release ammonia. Furthermore, when the ammonia adsorption amount of the SCR catalyst 47 is small, even if ammonia is released from the NO_(x) catalyst 45 by the DeNO_(x) control, it takes time for the ammonia to be released from the SCR catalyst 47 without being adsorbed. Therefore, when the ammonia adsorption amount of the SCR catalyst 47 is small, even after the oxygen stored in the NO_(x) catalyst 45 is consumed as described above, for a certain period of time, ammonia generated in the NO_(x) catalyst 45 by the NO_(x) reduction is not released from the SCR catalyst 47 without being adsorbed.

Therefore, in this embodiment, the rich-permitted time is set at least longer than the time for oxygen stored in the NO_(x) catalyst 45 to be consumed by the DeNO_(x) control according to the ammonia adsorption amount of the SCR catalyst 47, for example, the rich-permitted time is extended longer as the ammonia adsorption amount becomes smaller, and from the start of the DeNO_(x) control until the rich-permitted time passes, the first target air-fuel ratio with the high degree of richness is applied (see S613 and S614 of FIG. 12). In this manner, the NO_(x) reduction efficiency of the NO_(x) catalyst 45 is effectively improved while suitably preventing the ammonia generated in the NO_(x) catalyst 45 by the NO_(x) reduction from being released from the SCR catalyst 47 without being adsorbed.

On the other hand, when the DeNO_(x) control is executed by setting the target air-fuel ratio lean within the range where NO_(x) stored in the NO_(x) catalyst 45 is reducible, the amount of the reducing agent supplied to the NO_(x) catalyst 45 decreases, and although the NO_(x) reduction efficiency of the NO_(x) catalyst 45 decreases, the ammonia generation amount in the NO_(x) catalyst 45 decreases. In other words, by applying such a lean target air-fuel ratio, it is possible to ensure the execution of the DeNO_(x) control while preventing the release of ammonia from the SCR catalyst 47 due to the DeNO_(x) control. Therefore, in this embodiment, after the rich-permitted time passes, the target air-fuel ratio is switched from the first target air-fuel ratio to the second target air-fuel ratio leaner thereof (see S615 of FIG. 12), the DeNO_(x) control is executed by keeping the second target air-fuel ratio.

Here, whether an “N” component desorbed from the NO_(x) catalyst 45 by the DeNO_(x) control becomes NO₂ or NH₃ (ammonia) changes depending on the required amount of the reducing agent. For example, ammonia is easily generated in an atmosphere containing a large amount of the reducing agent, and it becomes difficult to generate ammonia in an atmosphere containing a small amount of the reducing agent. Therefore, even when the total amount of the reducing agent required for the NO_(x) reduction of the NO_(x) catalyst 45 is the same, the generation of ammonia in the NO_(x) catalyst 45 is more reliably prevented when the air-fuel ratio is set lean so as to form the atmosphere with a small amount of reducing agent, than when the air-fuel ratio is set rich so as to form the atmosphere containing a large amount of reducing agent.

It will be noted that the time T1 which is the shortest time for the rich-permitted time described above is typically and preferably set according to the time required from the start of the DeNO_(x) control until oxygen stored in the NO_(x) catalyst 45 is consumed. This time varies depending on the oxygen storage capacity (OSC) of the NO_(x) catalyst 45. For example, the time for oxygen in the NO_(x) catalyst 45 to be consumed becomes longer as the OSC of the NO_(x) catalyst 45 increases, and the time for oxygen in the NO_(x) catalyst 45 to be consumed becomes shorter as the OSC of the NO_(x) catalyst 45 decreases. In one example, for suitable applications to various OSCs (i.e., in view of safety), considering a case where the oxygen storage capacity is relatively small, the time for oxygen in the NO_(x) catalyst 45 to be consumed in this case may uniformly be applied to be the time T1 (e.g., two seconds) regardless of the actual OSC. In another example, the OSC of the NO_(x) catalyst 45 may be actually obtained, and the time T1 may be changed according to the obtained OSC. Here, the amount of oxygen (oxygen concentration) supplied to the NO_(x) catalyst 45 is obtained based on the intake air amount detected by the airflow sensor 101, and the OSC of the NO_(x) catalyst 45 may be obtained based on the oxygen amount.

Further, the first target air-fuel ratio applied for the rich-permitted time is preferably set rich within the range where the generation amount of HC corresponding to the post-injected fuel in the DeNO_(x) control is smaller than a predetermined amount, so as to prevent the blockage of the gas passage by HC during the DeNO_(x) control. In this case, the first target air-fuel ratio applied when executing the passive DeNO_(x) control may be set richer than that applied when executing the active DeNO_(x) control. On the other hand, as described above, the second target air-fuel ratio is preferably set lean within the air-fuel ratio range where the NO_(x) stored in the NO_(x) catalyst 45 is reducible.

Further, the change rate (slope) of the rich-permitted time with respect to the ammonia adsorption amount of the SCR catalyst 47 may be determined to improve the NO_(x) reduction efficiency of the NO_(x) catalyst 45 by applying the first target air-fuel ratio as long as possible while taking into consideration the possibility of the SCR catalyst 47 releasing, due to the DeNO_(x) control, ammonia corresponding to the ammonia adsorption amount of the SCR catalyst 47. In this case, in order to reliably prevent the ammonia release from the SCR catalyst 47 due to the DeNO_(x) control, the change rate of the rich-permitted time with respect to the ammonia adsorption amount of the SCR catalyst 47 is preferably determined with some margin. Moreover, the change rate of the rich-permitted time with respect to the ammonia adsorption amount of the SCR catalyst 47 may be changed based on the SCR temperature. For example, by taking into consideration that the ammonia adsorption performance of the SCR catalyst 47 degrades and it becomes easier for ammonia to be released from the SCR catalyst 47 when the SCR temperature is higher than when it is low, the change rate of the rich-permitted time with respect to the ammonia adsorption amount of the SCR catalyst 47 is preferably lowered to shorten the rich-permitted time applied at the same ammonia adsorption amount. Furthermore, when executing the passive DeNO_(x) control, compared to when the active DeNO_(x) control is executed, the change rate of the rich-permitted time with respect to the ammonia adsorption amount of the SCR catalyst 47 may be raised to extend the rich-permitted time applied at the same ammonia adsorption amount. In this manner, the NO_(x) reduction efficiency of the NO_(x) catalyst 45 in the passive DeNO_(x) control, which tends to be executed more frequently than the active DeNO_(x) control, may be improved to efficiently reduce the NO_(x) stored amount in the NO_(x) catalyst 45.

Returning to FIG. 12, the processing steps from S616 are described. At S616, the PCM 60 calculates the air amount introduced into the engine E (i.e., the charging amount) based on the fresh air amount and the EGR gas amount acquired at S611. Then at S617, the PCM 60 calculates the oxygen concentration within the air introduced into the engine E based on the charging amount calculated at S616.

Next, at S618, the PCM 60 calculates the post injection amount (DeNO_(x) post injection amount) required in achieving the target air-fuel ratio set at S613. In other words, the PCM 60 determines the post injection amount required in addition to the main injection amount in order to bring the air-fuel ratio of the exhaust gas to the target air-fuel ratio.

In this embodiment, the rich-permitted time is set at least longer than the time for oxygen stored in the NO_(x) catalyst 45 to be consumed by the DeNO_(x) control, and the DeNO_(x) control is executed applying the rich first target air-fuel ratio until the rich-permitted time passes. Therefore, the NO_(x) reduction efficiency of the NO_(x) catalyst 45 is improved while suitably preventing that ammonia generated in the NO_(x) catalyst 45 by the NO_(x) reduction is released from the SCR catalyst 47 without being adsorbed. Especially in this embodiment, the rich-permitted time is extended as the ammonia adsorption amount becomes smaller. Therefore, the NO_(x) reduction efficiency of the NO_(x) catalyst 45 is effectively improved. As a result, the NO_(x) stored amount in the NO_(x) catalyst 45 is swiftly reduced and the NO_(x) purification performance of the NO_(x) catalyst 45 is effectively secured.

Further in this embodiment, after the rich-permitted time described above passes, the DeNO_(x) control is executed applying the lean second target air-fuel ratio. The execution of the DeNO_(x) control on the NO_(x) catalyst 45 is suitably ensured while preventing the release of ammonia from the SCR catalyst 47 due to the DeNO_(x) control. Therefore, even after the rich-permitted time passes, the NO_(x) purification performance is suitably secured by reducing the NO_(x) stored amount in the NO_(x) catalyst 45.

<Modifications>

In the above embodiment, the rich-permitted time is changed according to the ammonia adsorption amount of the SCR catalyst 47 (see FIG. 13). In another example, the rich-permitted time may not be changed according to the ammonia adsorption amount of the SCR catalyst 47 (i.e., the rich-permitted time may be fixed). In this case, a given time which is at least longer than the time for oxygen stored in the NO_(x) catalyst 45 to be consumed by the DeNO_(x) control may be set uniformly as the rich-permitted time regardless of the ammonia adsorption amount. Also in this manner, both preventing the ammonia release from the SCR catalyst 47 due to the DeNO_(x) control and improving the NO_(x) reduction efficiency of the NO_(x) catalyst 45 are reliably achieved.

Further in the above embodiment, both cases of executing the active DeNO_(x) control and executing the passive DeNO_(x) control, the rich first target air-fuel ratio is applied until the rich-permitted time passes, and the lean second target air-fuel ratio is applied after the rich-permitted time passes. In another example, the switch of the target air-fuel ratio based on such a rich-permitted time may only be applied to the active DeNO_(x) control. In this case, when executing the passive DeNO_(x) control, without switching the target air-fuel ratio based on the rich-permitted time, the target air-fuel ratio may be set according to the ammonia adsorption amount of the SCR catalyst 47 and this target air-fuel ratio may be applied continuously in the passive DeNO_(x) control. The setting method for setting the target air-fuel ratio is described next in detail with reference to FIG. 14.

In FIG. 14, the horizontal axis indicates the ammonia adsorption amount of the SCR catalyst 47 and the vertical axis indicates the target air-fuel ratio. Further in FIG. 14, “λ1” indicates the theoretical air-fuel ratio, a range R21 on the richer side of the theoretical air-fuel ratio λ1 indicates the air-fuel ratio range where the NO_(x) stored in the NO_(x) catalyst 45 is reducible, and a range R22 on the leaner side of the theoretical air-fuel ratio λ1 indicates the air-fuel ratio range where the NO_(x) stored in the NO_(x) catalyst 45 is not reducible. The graph G2 indicates the target air-fuel ratio to be set according to the ammonia adsorption amount of the SCR catalyst 47 when executing the passive DeNO_(x) control, which corresponds to a map defining the target air-fuel ratio to be set according to the ammonia adsorption amount.

As illustrated in the graph G2, when executing the passive DeNO_(x) control, as the ammonia adsorption amount of the SCR catalyst 47 increases, the target air-fuel ratio is preferably set lean within the air-fuel ratio range where the NO_(x) stored in the NO_(x) catalyst 45 is reducible (range R21), e.g., around 0.98. Thus, when the ammonia adsorption amount of the SCR catalyst 47 is large, the execution of the DeNO_(x) control on the NO_(x) catalyst 45 is suitably ensured while preventing the release of ammonia from the SCR catalyst 47 due to the DeNO_(x) control. On the other hand, as illustrated in the graph G2, the target air-fuel ratio may be set richer as the ammonia adsorption of the SCR catalyst 47 reduces (e.g., the air-fuel ratio of around 0.96). As a result, the NO_(x) reduction efficiency of the NO_(x) catalyst 45 by the passive DeNO_(x) control is effectively improved, the NO_(x) stored amount in the NO_(x) catalyst 45 is swiftly reduced, and the NO_(x) purification performance of the NO_(x) catalyst 45 is effectively secured.

<Operation and Effects>

Next, the operation and effects of the exhaust emission control system of the engine of this embodiment are described.

According to this embodiment, the target air-fuel ratio applied in the DeNO_(x) control is set based on the ammonia adsorption amount in the SCR catalyst 47. For example, the target air-fuel ratio is set leaner as the ammonia adsorption amount increases. Thus, when the ammonia adsorption amount in the SCR catalyst 47 is large, the DeNO_(x) control of the NO_(x) catalyst 45 is suitably ensured while preventing the release of ammonia from the SCR catalyst 47 caused by the DeNO_(x) control. Therefore, even when the ammonia adsorption amount of the SCR catalyst 47 is large, the amount of stored NO_(x) in the NO_(x) catalyst 45 is reduced to suitably ensure the NO_(x) purification performance of the NO_(x) catalyst 45. On the other hand, when the ammonia adsorption amount of the SCR catalyst 47 is small, the possibility of ammonia being released from the SCR catalyst 47 due to the DeNO_(x) control is considered low, and the rich target air-fuel ratio is applied to the DeNO_(x) control so as to improve the NO_(x) reduction efficiency of the NO_(x) catalyst 45 in the DeNO_(x) control. As a result, the amount of stored NO_(x) in the NO_(x) catalyst 45 is swiftly reduced to effectively ensure the NO_(x) purification performance of the NO_(x) catalyst 45.

By applying such a target air-fuel ratio to the active DeNO_(x) control, the active DeNO_(x) control is reliably executed even when the ammonia adsorption amount of the SCR catalyst 47 is large. Therefore, the amount of stored NO_(x) in the NO_(x) catalyst is reliably reduced by the DeNO_(x) control while preventing the release of ammonia from the SCR catalyst 47 caused by the DeNO_(x) control. Similarly, even when the target air-fuel ratio described above is applied to the passive DeNO_(x) control, the passive DeNO_(x) control is reliably executed regardless of the ammonia adsorption amount of the SCR catalyst 47. Therefore, the amount of stored NO_(x) in the NO_(x) catalyst is efficiently reduced while preventing the fuel consumption increase.

Further, in this embodiment, the target air-fuel ratio is set richer in the passive DeNO_(x) control than in the active DeNO_(x) control when the ammonia adsorption amount is the same. Therefore, the NO_(x) reduction efficiency of the NO_(x) catalyst 45 in the passive DeNO_(x) control is suitably improved.

Further, in this embodiment, a substantially fixed target air-fuel ratio is applied over a relatively wide range where the ammonia adsorption amount of the SCR catalyst 47 is large. Therefore, the release of ammonia from the SCR catalyst 47 caused by the DeNO_(x) control is reliably prevented regardless of the ammonia adsorption performance of the SCR catalyst 47 which changes in various situations.

Further, in this embodiment, the target air-fuel ratio is set leaner when the SCR temperature is high than when the SCR temperature is low in the case where the ammonia adsorption amount is the same. Therefore, when the SCR temperature is high, although usually the ammonia adsorption performance of the SCR catalyst 47 degrades and it becomes easy for ammonia to be released from the SCR catalyst 47, by setting the lean target air-fuel ratio here, the release of ammonia from the SCR catalyst 47 caused by the DeNO_(x) control is reliably prevented. On the other hand, when the SCR temperature is low, since it becomes hard for ammonia to be released from the SCR catalyst 47, by setting the rich target air-fuel ratio here, the NO_(x) reduction efficiency of the NO_(x) catalyst 45 is suitably improved.

Further, in this embodiment, the ammonia adsorption amount of the SCR catalyst 47 is estimated accurately based on the ammonia supply amount to the SCR catalyst 47 by the urea injection from the urea injector 51, the ammonia generation amount in the NO_(x) catalyst 45 by the DeNO_(x) control, and the consumption amount of ammonia for the reduction and purification of NO_(x) by the SCR catalyst 47.

It should be understood that the embodiments herein are illustrative and not restrictive, since the scope of the invention is defined by the appended claims rather than by the description preceding them, and all changes that fall within metes and bounds of the claims, or equivalence of such metes and bounds thereof, are therefore intended to be embraced by the claims. 

What is claimed is:
 1. An exhaust emission control system of an engine, including an NO_(x) catalyst disposed in an exhaust passage of the engine for storing NO_(x) within exhaust gas when an air-fuel ratio of the exhaust gas is lean, and reducing the stored NO_(x) when the air-fuel ratio is stoichiometric or rich, the system comprising: an SCR catalyst disposed in the exhaust passage downstream of the NO_(x) catalyst and configured to purify NO_(x) within exhaust gas by causing a reaction with ammonia; and a controller, wherein the controller is configured to execute an NO_(x) reduction controlling module for executing an NO_(x) reduction control in which the air-fuel ratio is controlled to a target air-fuel ratio so that the stored NO_(x) is reduced, the target air-fuel ratio being a ratio at which the stored NO_(x) is reducible; the NO_(x) reduction controlling module sets a first air-fuel ratio that is rich as the target air-fuel ratio until a predetermined time period passes from start of the NO_(x) reduction control, and sets a second air-fuel ratio as the target air-fuel ratio, the second air-fuel ratio being leaner than the first air-fuel ratio within a range where the stored NO_(x) is reducible, the predetermined time period being at least longer than a time period from the start of the NO_(x) reduction control until oxygen stored in the NO_(x) catalyst is consumed by the NO_(x) reduction control; the NO_(x) reduction controlling module executes, as the NO_(x) reduction control, (1) a first NO_(x) reduction control in which the air-fuel ratio is controlled to the target air-fuel ratio when the air-fuel ratio becomes rich due to acceleration of a vehicle, and (2) a second NO_(x) reduction control in which the air-fuel ratio is controlled to the target air-fuel ratio so that an amount of NO_(x) stored in the NO_(x) catalyst falls below a predetermined amount by reducing the NO_(x) stored in the NO_(x) catalyst when the amount of NO_(x) stored in the NO_(x) catalyst is above the predetermined amount regardless of whether or not the air-fuel ratio becomes rich due to acceleration of the vehicle; and the NO_(x) reduction controlling module extends the predetermined time period to be longer in the first NO_(x) reduction control than in the second NO_(x) reduction control.
 2. The system of claim 1, wherein the controller is configured to further execute an ammonia adsorption amount acquiring module for acquiring an ammonia adsorption amount of the SCR catalyst by one of detection and estimation; and the NO_(x) reduction controlling module sets the predetermined time period based on the ammonia adsorption amount acquired by the ammonia adsorption amount acquiring module.
 3. The system of claim 2, wherein the NO_(x) reduction controlling module shortens the predetermined time period as the ammonia adsorption amount increases.
 4. The system of claim 3, wherein the NO_(x) reduction controlling module sets a given time for the predetermined time period as the time from the start of the NO_(x) reduction control until oxygen stored in the NO_(x) catalyst is consumed by the NO_(x) reduction control, and extends the predetermined time period from the given time as the ammonia adsorption amount decreases.
 5. The system of claim 1, wherein when the NO_(x) stored amount in the NO_(x) catalyst is above the predetermined amount, the NO_(x) reduction controlling module continuously executes the NO_(x) reduction control to control the air-fuel ratio to the target air-fuel ratio so that the amount of NO_(x) stored in the NO, catalyst amount falls below the predetermined amount by reducing the NO_(x) stored in the NO_(x) catalyst.
 6. The system of claim 1, wherein, only when the second NO_(x) reduction control is executed, the NO_(x) reduction controlling module sets the first air-fuel ratio as the target air-fuel ratio for the predetermined time period from the start of the second NO_(x) reduction control, and then sets the second air-fuel ratio as the target air-fuel ratio after the predetermined time period has passed.
 7. The system of claim 6, wherein when the first NO_(x) reduction control is executed, the NO_(x) reduction controlling module continuously controls the air-fuel ratio to the target air-fuel ratio according to an ammonia adsorption amount of the SCR catalyst, the target air-fuel ratio being set leaner within the range where the stored NO_(x) is reducible, as the ammonia adsorption amount increases.
 8. An exhaust emission control system of an engine, including an NO_(x) catalyst disposed in an exhaust passage of the engine and configured to store NO_(x) within exhaust gas when an air-fuel ratio of the exhaust gas is lean, and reducing the stored NO_(x) when the air-fuel ratio is stoichiometric or rich, the system comprising: an SCR catalyst disposed in the exhaust passage downstream of the NO_(x) catalyst and configured to purify NO_(x) within exhaust gas by causing a reaction with ammonia; and a controller, wherein the controller is configured to execute an NO_(x) reduction controlling module for executing an NO_(x) reduction control in which the air-fuel ratio is controlled to a target air-fuel ratio so that the stored NO_(x) is reduced, the target air-fuel ratio being a ratio at which the stored NO_(x) is reducible; the controller is configured to further execute an ammonia adsorption amount acquiring module for acquiring an ammonia adsorption amount of the SCR catalyst by one of detection and estimation; the NO_(x) reduction controlling module controls the target air-fuel ratio to be leaner as the ammonia adsorption amount increases; the NO_(x) reduction controlling module executes, as the NO_(x) reduction control, (1) a first NO_(x) reduction control in which the air-fuel ratio is temporarily controlled to the target air-fuel ratio when the air-fuel ratio becomes rich due to acceleration of a vehicle, and (2) a second NO_(x) reduction control in which the air-fuel ratio is continuously controlled to the target air-fuel ratio so that an amount of stored NO_(x) falls below a predetermined amount by reducing the NO_(x) stored in the NO_(x) catalyst when the amount of stored NO_(x) in the NO_(x) catalyst is above the predetermined amount regardless of whether or not the air-fuel ratio becomes rich due to acceleration of the vehicle; and the NO_(x) reduction controlling module executes the first NO_(x) reduction control so as to control the target air-fuel ratio to be richer in the first NO_(x) reduction control than in the second NO_(x) reduction control for the same ammonia adsorption amount.
 9. The system of claim 8, wherein when the amount of the stored NO_(x) in the NO_(x) catalyst is above the predetermined amount, the NO_(x) reduction controlling module executes the NO_(x) reduction control to continuously control the air-fuel ratio to the target air-fuel ratio so that the amount of the stored NO_(x) falls below the predetermined amount by reducing the NO_(x) stored in the NO_(x) catalyst.
 10. The system of claim 8, wherein the NO_(x) reduction controlling module executes the NO_(x) reduction control to temporarily control the air-fuel ratio to the target air-fuel ratio when the air-fuel ratio becomes rich due to acceleration of the vehicle.
 11. The system of claim 8, wherein the NO_(x) reduction controlling module controls the target air-fuel ratio to be leaner as the ammonia adsorption amount increases.
 12. The system of claim 8, wherein the NO_(x) reduction controlling module controls the target air-fuel ratio to be substantially fixed when the ammonia adsorption amount is above a predetermined adsorption amount.
 13. The system of claim 8, wherein the NO_(x) reduction controlling module controls the target air-fuel ratio to be leaner as a temperature of the SCR catalyst increases at the same ammonia adsorption amount.
 14. The system of claim 8, further comprising: a urea injector disposed in the exhaust passage upstream of the SCR catalyst and configured to inject urea into the exhaust passage, wherein the SCR catalyst purifies NO_(x) by using ammonia generated from urea injected by the urea injector; and the ammonia adsorption amount acquiring module estimates the ammonia adsorption amount based on an amount of ammonia supplied to the SCR catalyst by the urea injection by the urea injector, an amount of ammonia generated in the NO_(x) catalyst by the NO_(x) reduction control, and an amount of ammonia consumed by the SCR catalyst to purify NO_(x). 